Results
99-07-11: This amendment adopts a new airworthiness directive (AD) that applies to all SOCATA - Groupe Aerospatiale (SOCATA) Model TBM 700 airplanes. This AD requires inspecting the left-hand and right-hand outboard hinge fittings of the horizontal stabilizer for cracks, and replacing any cracked fitting. 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 prevent structural damage to the stabilizer caused by outboard hinge fitting cracks, which could result in uncontrolled flight if the hinges break.
2013-17-08: We are superseding airworthiness directive (AD) 2010-20-08, which applied to 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, and 747SR series airplanes. AD 2010-20-08 required repetitive inspections to find cracking of the web, strap, inner chords, inner chord angle of the forward edge frame of the number 5 main entry door cutouts; the frame segment between stringers 16 and 31; repair if necessary; and repetitive inspections for cracking of repairs. This new AD expands the previous fuselage areas that are inspected for cracking. This AD was prompted by multiple reports of cracking outside of the previous inspection areas and a report of a crack that initiated at the aft edge of the inner chord rather than initiating at a fastener location. We are issuing this AD to detect and correct such cracks, which could cause damage to the adjacent body structure and could result in depressurization of the airplane in flight.
2006-14-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 and 701) and CL-600-2D24 (Regional Jet Series 900) series airplanes. That AD currently requires repetitive detailed inspections for cracking or deformation, or pulled or missing fasteners, on the lower panel of the left- and right-hand main landing gear (MLG) doors, as applicable, and corrective actions if necessary. This new AD reduces the repetitive inspection interval for certain airplanes. This new AD also adds airplanes to the applicability. This AD results from a report of a MLG door departing from an airplane. We are issuing this AD to prevent failure of the lower panel of the MLG door, departure of the lower panel from the airplane, and consequent damage to airplane structure, which could adversely affect the airplane's continued safe flight and landing.
95-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires modification of the rear spar-to-fuselage attachment. This amendment is prompted by a report indicating that, during full-scale fatigue tests on a Model F28 Mark 0100 test article, cracking was found in the coupling plate and web plate of the rear spar end fitting at the attachment to the main frame at fuselage station 17011 due to fatigue-related stress. The actions specified by this AD are intended to prevent fatigue-related cracking in the rear spar-to-fuselage attachment which, if not detected and corrected in a timely manner, could result in reduced structural integrity of the wing.
91-26-08: 91-26-08 AIRBUS INDUSTRIE: Amendment 39-8121. Docket No. 91-NM-87-AD. Applicability: Model A310 and A300-600 series airplanes, on which Modification 7769 has not been accomplished, certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless accomplished previously. To prevent loss of the Generator Control Units (GCU) and AC electrical power, accomplish the following: (a) Remove the three currently installed GCU's and replace them with three modified GCU's having protective covers, in accordance with Airbus Industrie Service Bulletins A310-24-2040, Revision 1, dated January 28, 1991 (for Model A310); A300-24-6029, Revision 1, dated February 22, 1991 (for Model A300-600); and Sundstrand Service Bulletin 735226/740206/740120-24-9 (for Models A310 and A300-600), dated June 15, 1989 (Modification 7769); as applicable. (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. The request shall be forwarded through an FAA Principal Avionics 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 the airplane to a location where the requirements of this AD can be accomplished. (d) The installation required by this AD shall be done in accordance with Airbus Industrie Service Bulletin A310-24-2040, Revision 1, dated January 28, 1991 (for Model A310); Airbus Industrie Service Bulletin A300-24-6029, Revision 1, dated February 22, 1991 (for Model A300-600); and Sundstrand Service Bulletin 735226/740206/740120-24-9 (for Models A310 and A300-600), dated June 15, 1989 (Modification 7769). This incorporation by reference was approved by the Director of the Federal Registerin accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (e) This amendment (39-8121, AD 91-26-08) becomes effective on February 14, 1992.
2013-17-07: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90-76B, -85B, -90B, -94B, -110B1, and - 115B turbofan engines. This AD was prompted by multiple reports of distress of certain stage 1 high-pressure turbine (HPT) stator shrouds due to accelerated corrosion and oxidation, including one engine in- flight shutdown (IFSD) caused by failure of the HPT stator shrouds. This AD requires initial and repetitive on-wing 360-degree borescope inspections (BSIs) for corrosion and oxidation of stage 1 HPT stator shrouds. If a shroud is found to be distressed, this AD requires reinspection at a reduced interval or removal from service before further flight. We are issuing this AD to prevent failure of stage 1 HPT stator shrouds, resulting in an IFSD of one or more engines, loss of thrust control, and damage to the airplane.
51-25-02: 51-25-02 MARTIN: Applies to All Models 202 and 202A Airplanes. Compliance required by January 1, 1952. Install cover over D7231-125 inverter remote reset circuit breaker terminals to prevent inadvertent shorting between "MAIN" and "CONTROL" terminals. Compliance may be made in same manner or equivalent to Martin Service Instruction Letter No. 8 dated September 10, 1951. This supersedes the first item in AD 51-11-01 requiring the redesign of the d.c. input circuit breaker mounting.
2013-18-07: We are superseding revised Airworthiness Directive (AD) 76-12- 07 for all Bell Model 204B and certain serial-numbered Model 205A-1 helicopters with a certain tail rotor pitch control chain (chain) installed. AD 76-12-07 required visually inspecting the chain to detect a crack in the link segments and, for affected Model 205A-1 helicopters, replacing the chain and cable control system with a push- pull control system. This new AD requires, for Bell Model 204B, inspecting certain chains at specified intervals, revising the inspection procedures, installing a tail rotor cable and chain damper kit (damper kit), and revising the maintenance manual or Instructions for Continued Airworthiness (ICAs) to include the inspection intervals. This new AD also requires, for certain Bell Model 205A-1 helicopters, replacing the chain and cable control system with an airworthy tail rotor push-pull control system kit. This AD was prompted by the rapid growth of a crack leading to premature chainfailure. The actions are intended to prevent failure of the chain, loss of tail rotor blade pitch control, and subsequent loss of control of the helicopter.
76-13-12: 76-13-12 BRITTEN-NORMAN LTD: Amendment 39-2660. Applies to Islander Models BN-2, BN-2A, BN-2A-2, BN-2A-3, BN-2A-6, BN-2A-8, BN-2A-9, BN-2A-20 and BN-2A-21 airplanes, certificated in all categories, which incorporate Britten-Norman Modification No. NB/M/430. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent inadvertent retraction of the flaps beyond the normal 6 degree droop position, accomplish the following: (a) Perform a visual inspection of the flap retract position in accordance with the Inspection paragraph of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, or an FAA-approved equivalent. (b) If the flap retract position is found to be out of tolerance, before further flight, adjust the flap actuator in accordance with Rectification paragraphs 1, 2, 3, and 4 of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, or an FAA-approved equivalent. NOTE: Material L65, specified in Fig. 1 of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, is the same as Alum. Alloy U.S. QQA-261 (AL 14S). This amendment becomes effective July 15, 1976.
2013-13-01: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-46-310P, PA-46-350P, PA-46R-350T, and PA-46-500TP airplanes. This AD requires inspecting the fuel vent valves to identify if the nitrile parts are installed and modifying and eventually replacing the fuel vent valves if the nitrile parts are installed. This AD was prompted by nitrile fuel vent valves not providing the correct ventilation. If not corrected, this unsafe condition may lead to structural damage of the wings, which could result in loss of control. We are issuing this AD to correct the unsafe condition on these products.
78-09-05: 78-09-05 CESSNA: Amendment 39-3202. Applies to the following models and serial number airplanes certificated in all categories: \n\n\n\nMODELS\nSERIAL NUMBERS\n336\n336-0001 through 336-0195 \n337, 337A, 337B, T337B,\t\n 337C, T337C, 337D and T337D\n337-0001 through 337-1193\n \n337E, T337E, 337F, T337F,\n 337G, 337H and T337H \n33701194 through 33701852\nT337G and P337H\nP3370001 through P3370313\nM337B\nAll serial numbers\n\n\tCompliance: Required as indicated in accordance with Compliance Table I set forth in this AD or as otherwise set forth herein, unless already accomplished. \n\n\tTo detect cracking of the wing front and rear spar lower caps, front spar web and web doubler - In accordance with instructions set forth herein and in Cessna Multi-Engine Service Letter ME78-2, dated February 13, 1978, or later revisions: \n\n\tI.\tAt time intervals noted in Table I of this AD, inspect the right and left wing front and rear spar lower cap and front spar web and web doubler onairplanes having model and serial numbers shown below; \n\n\n\n\n\n\n\n\n\nTABLE 1\nCOMPLIANCE TIMES\n\nAirplane Type/\nOperation\nTotal Time in\nService for each of the following:\n\nInspection Times for Spar\nCap - Inspections required\nby Paragraph I.A.\n\nInspection Times for \nFront Spar Web - Inspections\nRequired by Paragraph I.B. \n\n\n1) Front Spar\n Lower Cap\nInitial Inspection\nin accordance\nwith this AD \nInterval for\nRepetitive\nInspections\nInitial\nInspection\nInterval for\nRepetitive\nInspections*\n\n2) Rear Spar\n Lower Cap\n3) Front Spar\n Web & Web\n Doubler\n\n\n\n\n\n\n\n\n\n\nNon-Pressurized\n(See Note 1)\n0 to 4999\nNone\nNone\nNone\nNone \n\n5,000 & up\nWithin 25 hours time-in-service after the effective date\nof this AD for those airplanes which \nhave not yet been inspected in accordance with \nAD 76-10-11\nor 73-04-02 or;\nwithin 500 hours\ntime-in-service \nafter the last\ninspection in\naccordance with\nAD 76-10-11 or\n73-04-02.\n500 hoursWithin 25 hours time-in-service\nafter the effective date of this AD.\n\n500 hours\n\n\n\n\n\n\nPressurized\n(See Note 1)\n0 to 9,999\n\nNone\nNone\nNone\nNone \n\n10,000 & up\nWithin 25 hours\ntime-in-service\nafter the effective\ndate of this AD\nfor those airplanes\nwhich have not yet\nbeen inspected in\naccordance with \nAD 76-10-11 or\n73-04-02 or;\nwithin 500 hours\ntime-in-service \nafter the last inspections\nin accordance with\nAD 76-10-11 or 73-04-02.\n500 hours\nWithin 25 hours time-in-service\nafter the effective date of this AD.\n\n\n500 hours\n\n\n\n\n\nNOTE 1: \nFor those airplanes\nwhich have engaged\n in contour or\nterrain following\noperations at low\naltitudes, such \nas power/pipeline\npatrol, fish or\ngame spotting,\naerial applications,\npolice patrol, live-\nstock management,\netc., Cessna \nrecommends and FAA strongly urges\ninspections at \nintervals shown to\nthe right of this\nnote.\n0 to 2,999\n\n3,000 & up\nNone\n\nWithin 25 hours\ntime-in-service\nafterthe effective\ndate of this AD\nfor those airplanes which have\nnot yet been \ninspected in \naccordance with the\nsuggestion in \nAD 76-10-11 or\n73-04-02 or, within 300 hours time-\nin-service after the last inspection in accordance with\nAD 76-10-11 or\n73-04-02.\nNone\n\n300 hours\nNone\n\nWithin 25 hours time-in-service\nafter the effective date of this AD.\n\nNone \n\n300 hours\n\n\n*After initial inspection in\naccordance\nwith this AD the compliance\ntime for\nrepetitive\ninspections\nmay be adjusted to \nallow compliance at the same\ntime as the\ninspections\nrequired by\nparagraph\n1A of this AD.\n\n\t\tA.\tFront and rear spar lower cap inspection;\n\n\nModel\nSerial Numbers\n336\n336-0001 through 336-0195\n337, 337A, 337B, T337B, 337C,\n T337C, 337D, and T337D\n337-0001 through 337-1193\n337E, T337E, 337F, T337F, and 337G\n33701194 through 33701548\nT337G\nP3370001 through P3370138\nM337B\nAll serial numbers\n\n\t\t\t1.\tFront spar lower cap inspection. \n\t\t\t\n\t\t\t\ta.\tInspect three fastener holes on the left wing and three fastener holes on the right wing for wing spar cracks using eddy current inspection procedures outlined in the above noted Cessna Service Letter. Figure 1 shows the area involved and the three fasteners (two NAS 221 screws at W.S. 64.41 and the jack point bolt hole at W.S. 68.45) that are to be inspected. \n\t\t\t\n\t\t\t\tb.\tRemove the two NAS 221 screws at Wing Station 64.41 one at a time for this inspection and hold the boom fairing firmly against underlying thicknesses of material to insure proper eddy current probe depth settings during this inspection. A cross-section with the screws at W.S. 64.41 removed is shown in Figure 2. Figure 3 shows the spar assembly (less boom and wing skins) and the relationship of the lower cap to the other parts at the strut attachment. Figure 4 shows the spar cross-section thru the jack point bolt hole. \n\n\n\n\n\n\n\n\n\n\n\t\t\t\tc.\tIf cracks are found in either the right or left wing front spar lower cap during any inspection required by this AD, prior to approving the airplane for return to service replace the front spar lower cap in both the right and left wing with new spar caps. \n\n\t\t\t2.\tRear spar lower cap inspection. \n\n\t\t\t\ta.\tDye penetrant inspect the lower spar cap area between two and three inches (2nd rivet outboard of W.S. 66.00 rib) outboard of wing station 66.00 rib for spar cap cracks originating in the rivet hole in accordance with inspection provisions in the above noted Cessna Service Letter. Figures 5, 6 and 7 show the location of the area on the rear spar lower cap to be inspected. \n\n\n\n\n\n\n\n\n\n\t\t\t\tb.\tIf cracks are found in either the right or left wing rear spar lower cap during any inspection required by this AD, prior to approving the airplane for return to service replace the rear spar lower cap in both the right and left wing. \n\t\n\t\tB.\tFront spar web and web doubler inspection; \n\n\nModel\nSerial Numbers\n336\n336-0001 through 336-0195\n337, 337A, 337B,T337B, 337C,\n T337C, 337D and T337D\n337-0001 through 337-1193\n337E, T337E, 337F, T337F, 337G,\n 337H and T337H\n33701194 through 33701852\nT337G and P337H\nP3370001 through P3370313\nM337B\nAll serial numbers\n\n\t\t\t1.\tRemove wing root access panels and wing root fairings. \n\n\t\t\t2.\tVisually inspect the radii of both the spar web and web doubler for cracks in the shaded critical area shown in Figure 8 of this AD. \n\n\t\t\t3.\tIf cracks are found in either the right or left wing front spar web or web doubler during any inspection required by this AD, prior to approving the airplane for return to service, replace the discrepant components. \n\n\tII.\tAirplanes found to have cracked spar caps, webs or web doublers during inspections required by this AD may be flown in accordance with FAR 21.197 to a base where the component replacement can be accomplished. \n\n\tIII.\tAccomplish the repetitive inspections made mandatory by this AD on those spar caps, webs and web doublers replaced in accordance with this AD upon accumulation of the total times-in-service shown in Table I of this AD. Repetitive inspections "strongly urged" via Note 1 in Table I of this AD should also be accomplished on spar caps, webs and web doublers replaced in accordance with this AD upon accumulation of the total times-in-service shown in Note 1, Table I, of this AD. \n\n\tIV.\tNotify in writing the Chief, Engineering and Manufacturing Branch, FAA, Central Region, of the location and length of any crack found during inspections required by this AD and also the total time in service of the component at the time the crack was discovered. (Reporting approved by the Office of Management and Budget under OMB NO. 04-R0174.) \n\n\tV.\tThe time interval for repetitive inspections required by this AD, after compliance with initial inspection requirements, can be adjusted up to 25 hours to allow accomplishment of these inspections at regular scheduled maintenance periods. \n\n\tVI.\tEquivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis AD supersedes AD 76-10-11, Amendment 39-2621 (41 FR 22045, 22046, 22047 and 22048). \n\n\tThis Amendment becomes effective May 11, 1978.
2010-14-20: The FAA is adopting a new airworthiness directive (AD) for McCauley Propeller Systems model 4HFR34C653/L106FA propellers. This AD requires a onetime fluorescent penetrant inspection (FPI) and eddy current inspection (ECI) of the propeller hub for cracks. This AD results from reports of 10 hubs found cracked during propeller overhaul. We are issuing this AD to prevent failure of the propeller hub, which could cause blade separation, damage to the airplane, and loss of control of the airplane.
81-14-03 R1: 81-14-03 R1 BRITISH AEROSPACE: Amendment 39-4151 as amended by Amendment 39- 4241. Applies to British Aerospace (formerly Armstrong Whitworth) Model AW-650 series 100 and series 200 aircraft, serial numbers 6651, 6652, 6653, 6654, 6656, 6660, 6801, 6802, 6083, and 6805, certified in all categories. Compliance required as indicated. To prevent possible loss of the vertical fin, accomplish the following: Within the next ten days after the effective date of this AD, unless previously accomplished, visually inspect the tail boom frame 28 on the left and right booms for cracks in accordance with paragraph 2C(1) of British Aerospace Service Bulletin Number 55/39 dated June 1981 or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA, Northwest Mountain Region. A. If no cracks are found, reinspect at intervals not to exceed 75 flight hours after the initial inspection by visual and eddy current methods in accordance with paragraphs 2C(1) and 2C(2)of British Aerospace Service Bulletin Number 55/39 dated June 1981 or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA, Northwest Mountain Region. B. Within 150 flight hours from the time of the initial visual inspection and thereafter at intervals not to exceed 150 flight hours, X-ray inspect in accordance with paragraph 2C(3) of British Aerospace Service Bulletin Number 55/39 dated June 1981 or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA, Northwest Mountain Region. C. If cracks are found, evaluate the damage in accordance with paragraph 2E of British Aerospace Service Bulletin Number 55/39 dated June 1981. If the airplane can continue to fly, reinspect in accordance with the inspection intervals contained in paragraph A and B of this ZD. If the cracks are such that the airplane cannot continue to fly after evaluation of the damage in accordance with paragraph 2E of the service bulletin, the modification as described in paragraph 2F of the service bulletin must be made prior to further flight. D. Prior to the accumulation of 600 flight hours after the initial visual inspection or within 50 flight hours after the effective date of this Amendment, whichever comes later, the modification described in paragraph 2F of British Aerospace Service Bulletin 55/39 dated June 1981 must be accomplished. Upon the accomplishment of the modification, no further AD inspections are required. E. Airplanes may be flown in accordance with FAR 21.197 and 21.199 to a maintenance base for accomplishment of the inspection required by this AD. F. Alternate methods of compliance may be used which provide an equivalent level of safety when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain 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. 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 the addresses listed above. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. Amendment 39-4151 became effective July 8, 1981. This amendment 39-4241 becomes effective November 12, 1981.
2010-14-08: We are adopting a new airworthiness directive (AD) for certain Model 747-400, 747-400D, and 747-400F series airplanes. For all airplanes, this AD requires installing new pump control and time delay relays, doing related investigative and corrective actions if necessary, and changing the wiring for the center and main fuel tank override/jettison fuel pumps; and, for certain airplanes, installing new relays and wiring for the horizontal stabilizer override/jettison fuel pumps. This AD also requires a revision to the maintenance program to incorporate Airworthiness Limitation No. 28-AWL-24 and No. 28-AWL- 26. For certain airplanes, this AD also requires installing an automatic shutoff system for the horizontal stabilizer tank fuel pumps and installing new integrated display system software. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent uncommanded operation of certain override/jettison pumps which could cause overheat, electrical arcs, or frictional sparks, and could lead to an ignition source inside a fuel tank. This condition, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
99-07-10: This amendment adopts a new airworthiness directive (AD) that applies to all Industrie Aeronautiche e Meccaniche (I.A.M.) Model Piaggio P-180 airplanes. This AD requires inspecting the upper and lower engine nacelle inner panels for any loose or partially detached inner film, and removing any loose or partially detached inner film. 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 the accumulation of loose particles on the engine inlet screen caused by film delamination, which could result in reduced engine power and possible loss of airplane control.
60-18-02: 60-18-02 VICKERS: Amdt. 197 Part 507 Federal Register August 24, 1960. Applies To All 745D and 810 Series Aircraft. Compliance required as indicated. Conduct inspections of the brake accumulator systems as specified in Vickers Preliminary Technical Leaflet (PTL) 222 (700 Series) and PTL 87 (800/810 Series) within the next 300 hours' time in service and at subsequent periodic intervals of 800 hours' time in service. These inspections are not mandatory when filters, Dunlop ACM 18308 or equivalent, are installed in accordance with Vickers Modification Bulletins D.2994 (700 Series) and FG.1796 (800/810 Series). This amendment shall become effective 30 days after date of its publication in the Federal Register.
99-07-05: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that requires repetitive external visual inspections and internal borescope inspections to detect discrepancies of the elevator assembly; and either repair or repair/modification of certain identified discrepancies. This amendment is prompted by a report of fretting at the diagonal truss to web joint of the elevator and cracking in the cap fillet radius adjacent to the joint, apparently due to loose fasteners as a result of local vibration. The actions specified by this AD are intended to detect and correct such fretting and cracking, which could result in reduced structural integrity of the elevator and consequent flutter instability if coupled with other structural failures.
71-08-03: 71-08-03 BELL: Amdt. 39-1190 as amended by Amendment 39-1330. Applies to Model 206A-1 helicopters, serial numbers 39998 through 40994 and to all Model 206A helicopters equipped with Particle Separator Kit, Self Purging, P/N 206-706-201-1, or P/N 206-706-200-1, certificated in all categories. Compliance required before further flight in snow, but no later than 25 hours time in service after the effective date of this airworthiness directive, unless already accomplished. 1. To prevent power interruption caused by ingestion into the engine of snow or ice which may have accumulated in the engine inlet during flight, crew notification of a limitation against flight into snow must be accomplished as follows: a. Install a permanent type placard in full view of the pilot as near as possible to the basic limitations placard, worded as follows: "FLIGHT INTO FALLING OR BLOWING SNOW IS NOT PERMITTED" b. If approved placards are unavailable, the owner or operator maymake and use a placard containing the above words. Letters must be at least 1/8 inch in height. 2. Alternatively, upon accomplishment of modifications listed below, the placard required by paragraph 1. may be removed and flight operations may be conducted in falling or blowing snow for periods not in excess of ninety minutes, provided flight visibility due to snow is not less than one-half mile. a. For the Model 206A-1, S/N 39998 through 40994, install Particle Separator Assembly, P/N 206-062-819-5 in accordance with Bell Helicopter Company Drawing 206-062-800-5. Incorporate revised pages A, 7, 13, 15 and 20, approved and dated October 26, 1971, into the Model 206A-1 Flight Manual, approved and dated May 5, 1969. b. For Model 206A helicopters equipped with Particle Separator Kit, Self Purging, P/N 206-706-201-1 or P/N 206-706-200-1, modify and/or replace particle separator system components as indicated in applicable sections of Bell Service Instruction No. 206-89, revised October 25, 1971, or later FAA approved revision. Incorporate revised pages A, B, and D, approved and dated October 18, 1971, into the Model 206A Flight Manual, approved and dated October 20, 1966, or later FAA approved reissues. Incorporate revised pages 1, 2, and 5, approved and dated October 18, 1971, into the Model 206A Flight Manual Supplement titled "Snow Particle Separator - Engine Air Induction System," approved and dated July 23, 1970. Alternate means of compliance or equivalent replacement parts may be acceptable if approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. Amendment 39-1190 became effective April 12, 1971. This amendment 39-1330 becomes effective November 18, 1971.
2013-15-10: We are superseding airworthiness directive (AD) 2012-10-12 for all RR RB211-Trent 553-61, 553A2-61, 556-61, 556A2-61, 556B-61, 556B2- 61, 560-61, 560A2-61, 768-60, 772-60, 772B-60, 875-17, 877-17, 884-17, 884B-17, 892-17, 892B-17, and 895-17 turbofan engines. AD 2012-10-12 required inspecting the intermediate-pressure (IP) compressor rotor shaft rear balance land for cracks. We are issuing this AD to require inspections of the IP compressor rotor shaft, as required by AD 2012- 10-12, to add on-wing [[Page 54150]] inspections for the Trent 500 engines, and to add on-wing and in-shop inspections for the Trent 900 engines. This AD was prompted by detection of a crack in a Trent 500 IP compressor rotor shaft rear balance land during a shop visit. Further engineering evaluation, done by RR, concluded that the cracking may also exist in Trent 900 engines. We are issuing this AD to detect cracking on the IP compressor rotor shaft rear balance land, which could lead to uncontained engine failure and damage to the airplane.
99-07-04: This amendment adopts a new airworthiness directive (AD), applicable to Williams International, L.L.C. FJ44-1A turbofan engines, that requires removing the high pressure turbine (HPT) disk from service prior to accumulating a reduced cyclic life limit of 1,900 cycles since new (CSN) and replacing with a serviceable disk. As an option, the HPT nozzle can be modified, thereby increasing the HPT disk cyclic life limit from the new reduced cyclic life limit. This amendment is prompted by a revised life analysis conducted by the manufacturer after the failure of a similarly designed HPT disk. The actions specified by this AD are intended to prevent HPT disk rim failure, which could result in an uncontained engine failure and damage to the aircraft.
91-24-07: 91-24-07 AIR CRUISERS CO.: Amendment 39-8093. Docket No. 90-ANE-36. Applicability: Air Cruisers Co., TSO-C69 Emergency Evacuation Slide Systems P/N D31005-( ), Serial Numbers 0001 through 0870, and P/N D30543-( ), Serial Numbers 0001 through 0067, installed on, but not limited to British Aerospace Model BAe-146 series airplanes. Compliance: Required within the next 3 months after the effective date of this AD, unless already accomplished. To prevent the possibility of the emergency evacuation slide from inflating improperly which could result in hindrance of the emergency evacuation of the airplane, accomplish the following. (a) Replace the inflation cable, and reidentify the emergency evacuation slide in accordance with paragraph 2, of the Accomplishment Instructions of Air Cruisers Co., Service Bulletin (SB) 201-25-13, dated September 17, 1990. (b) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, operations or avionics, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance time specified in this AD may be approved by the Manager, New York Aircraft Certification Office, ANE-170, Engine & Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin Avenue, Valley Stream, New York. (c) 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. (d) The modification procedure shall be done in accordance with the following Air Cruisers Co. Service Bulletin: DOCUMENT NO. PAGE NO. ISSUE/REVISION DATE 201-25-13 1-6 Issue 9/17/90 Total Pages: 6 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 Air Cruisers Co., P.O. Box 180, Belmar, New Jersey 07719-0810. A copy may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-8093, AD 91-24-07) becomes effective on February 10, 1992.
71-07-02: 71-07-02 LOCKHEED AIRCRAFT CORPORATION: Amdt. 39-1181. Applies to Lockheed Models 49, 149, 649, 749, 1049, and 1649 series airplanes certificated in all categories. Compliance required prior to the first flight after May 3, 1971 unless already accomplished. To provide for an acceptable obstacle clearance profile when computing the takeoff flight path, accomplish the following: (a) Revise the airplane flight manuals by adding to the airplane flight manuals listed in this subparagraph the following note to the lower right hand portion of the specified page and adjacent to that portion showing the ground time. "NOTE: To obtain correct ground time, multiply ground time by 1.42." Lockheed Model Lockheed Report No. Page Identification 49-46 5817 Section II, Page 17, Figure 14 Appendix I, Part 2, Page 78, Figure 11 149-46 5817 Appendix V, Page 21, Figure 13 49-46 Appendix VI, Page 6, Figure 6 Appendix VI, Page 14, Figure 14 649-79 6028 Section II, Page 2-21, Figure 20 649A-79 Appendix 1, Part 1, Page I-24, Figure 17 749-79 Appendix 1, Part 2, Page I-50, Figure 45 749A-79 Appendix III, Page III-12, Figure 11 Appendix V, Page V-12, Figure 11 749-79 6028 Appendix III, Supplement A, Page IIIA-12, Figure 11 749A-79 1049-54 7787 Appendix II, Page II-17, Figure II-14 1049C-55 9154 Supplement A, Section III, Part 2, Page A-32.1, Figure A-25 1049E-55 Supplement A, Section III, Part 3, Page A-54.1, Figure A-47 Supplement A, Section III, Part 4, Page A-77, Figure A- 70 1049C 9153 Supplement A, Section III, Part 2, Page A-35, Figure A- 29, Sheet 2 1049E Supplement A, Section III, Part 3, Page A-57, Figure A- 51, Sheet 2 Supplement B, Section III, Part 2, Page B-37, Figure B- 29, Sheet 2 Supplement B, Section III, Part 3, Page B-59, Figure B- 51, Sheet 2 1049C 9153 Supplement B, Section III, Part 4, Page B-83, Figure B- 74, Sheet 2 1049E Supplement C, Section III, Part 3, Page C-35, Figure C- 29, Sheet 2 Supplement C, Section III, Part 4, Page C-56A, Figure C-52, Sheet 2 Supplement E, Section III, Part 2, Page E-31, Figure E- 24, Sheet 2 Supplement E, Section III, Part 3, Page E-57, Figure E- 48, Sheet 2 1049G-82 10051 Section IV, Part II, Page 4-38, Figure 4-34 Section IV, Part II, Page A4-38, Figure 4-34 Section IV, Part III, Page 4-59, Figure 4-54 Section IV, Part III, Page A4-59, Figure 4-54 DA-1 Supplement, Part 2, Page 33, Figure 29 DA-1 Supplement, Part 3, Page 54, Figure 50 1049G-82 10052 Section IV, Part II, Page 4-39, Figure 4-34 Section IV, Part II, Page A4-39, Figure 4-34 Section IV, Part II, Page B4-39, Figure 4-34 Section IV, Part II, Page C4-39, Figure 4-34 Section IV, Part III, Page 4-61, Figure 4-55 Section IV, Part III, Page A4-61, Figure 4-55 DA-1 Supplement, Section III, Part 2, Page 33, Figure 29 DA-1 Supplement, Section III, Part 3, Page 54, Figure 50 DA-3 Supplement, Section III, Part 2, Page 31, Figure 27 DA-3 Supplement, Section III, Part 3, Page 52, Figure 48 1049D 11020 Section IV, Part 2, Page A4-39, Figure 4-35 1049H Section IV, Part 2, Page B4-39, Figure 4-35 Section IV, Part 2, Page C4-39, Figure 4-35 Section IV, Part 2, Page D4-39, Figure 4-35 Section IV, Part 2, Page E4-39, Figure 4-35 Section IV, Part 2, Page F4-39, Figure 4-35 Section IV, Part 3, Page A4-61, Figure 4-56 Section IV, Part 3, Page B4-61, Figure 4-56 Section IV, Part 3, Page C4-61, Figure 4-56 DA-1 Supplement, Section III, Part 2, Page A33, Figure 29 DA-1 Supplement, Section III, Part 3, Page A54, Figure 50 DA-1 Supplement, Section III, Part 2, Page 33, Figure 29 1049D 11020 DA-1 Supplement, Section III, Part 3, Page 54, Figure 50 1049H DA-3 Supplement, Section III, Part 2, Page 31, Figure 27 DA-3 Supplement, Section III, Part 2, Page A31, Figure 27 DA-3 Supplement,Section III, Part 2, Page B31, Figure 27 DA-3 Supplement, Section III, Part 3, Page 52, Figure 48 DA-3 Supplement, Section III, Part 3, Page A52, Figure 48 DA-3 Supplement, Section III, Part 3, Page B52, Figure 48 1649A-98 11560 Section IV, Part 2, Page 4-31, Figure 4-23, Sheet 1 Section IV, Part 2, Page B4-31, Figure 4-23, Sheet 1 Section IV, Part 3, Page 4-52, Figure 4-43 Appendix II, Page II-29, Figure II-26 (b) For the airplane flight manuals listed in this subparagraph there is a note in the top central portion of the page stating: "These lines and this grid are used only in the determination of airplane height and distance at end of 2 minute period." Add to this note the following: CORRECTION: At the end of 2 minute period, correct the airplane height by subtracting 100 feet and the airplane distance by subtracting 3000 feet. Lockheed Model Lockheed Report No. Page Identification 1049C 9153 Section III, Supplement D,Part 2, Page D-39, Figure D-34, Sheet 2 1049E Section III, Supplement D, Part 3, Page D-61, Figure D-55, Sheet 2 (c) Reference this Airworthiness Directive in the airplane flight manual at the time of accomplishment. This amendment becomes effective April 3, 1971.
98-13-35 R1: This amendment corrects information in an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (military) series airplanes, that currently requires repetitive high frequency eddy current inspections of certain areas of the fuselage to detect cracks of the skin and/or longeron, and various follow-on actions. That AD also requires installation of a preventative modification, which terminates the repetitive inspections. The actions specified in that AD are intended to prevent fatigue cracks, which could result in loss of the structural integrity of the fuselage and, consequently, lead to rapid depressurization of the airplane. This amendment corrects the requirements of the current AD by indicating the specific area in which the subject inspection must be conducted. This amendment is prompted by communication received from the manufacturer that the current requirements of the ADare different than the service information referenced as the appropriate service information in the current AD.
88-14-03: 88-14-03 BOEING HELICOPTER COMPANY (BOEING VERTOL; VERTOL) AND KAWASAKI HEAVY INDUSTRIES, LTD: Amendment 39-5962. Applies to Boeing Helicopter Model 107-II and Kawasaki Model KV107-II and KV107-IIA helicopters certificated in any category. (Docket No. 88-ASW-28) Compliance is required as indicated, unless already accomplished. To prevent failure of a main rotor hub, P/N 107R2550, which could result in loss of control of the helicopter accomplish the following: (a) Within the next 10 hours' time in service (TIS) after the effective date of this AD, unless accomplished within the last 40 hours TIS, or before the accumulation of 1,200 hours TIS, whichever comes later, gain access to the forward and aft main rotor hubs, remove paint from the lower surface on both forward and aft center hubs, and conduct an inspection of the lower plate area of the forward and aft main rotor hubs for cracks as follows: (1) Conduct an eddy current inspection of the lower plate surface. (i) Direct particular attention to the transition radius between the lag lug and lower plate, (ii) Replace cracked hubs with serviceable parts. (2) If eddy current facilities are not available, conduct a dye penetrant inspection of the lower plate surface. (i) Apply dye penetrant to the lower plate surface. (ii) Allow 5 to 15 minutes of dwell time for dye penetration before removal. (iii) Remove excess penetrant. (iv) Apply the developer to the lower plate surface. (v) Allow 5 to 15 minutes of drying time for the developer. (vi) Visually inspect the developed areas for cracks (dye bleed through). (vii) Direct particular attention to the transition radius between the lag lug and lower plate. (viii) Clean surface to remove penetrant and developer from hubs. (ix) After cleaning, reinspect the transition radius using a 7X power (or greater) magnifying glass. (x) Replace cracked hubs with serviceable parts. Note: Do not paint the lower surface of the forward and aft center hubs after the inspections. Also, Boeing Helicopter Company Service Bulletin No. 107-372 pertains to this inspection. (b) Inspect, in accordance with paragraph (a), both the upper and lower plate areas of hubs which have been inverted and moved to the other head. (c) After the initial inspections of paragraphs (a) and (b), repeat the inspections at intervals not to exceed 50 hours TIS from the last inspection. (d) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the compliance times specified in this AD. (e) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. (f) In accordance with FAR sections 21.197 and 21.199, flight is permitted to a base where the requirements of this AD may be accomplished. This amendment, 39-5962, becomes effective July 5, 1988.
2013-16-23: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524B-02; -524B2-19; -524B3-02; -524B4-02; - 524C2-19; -524D4-19; -524D4-B-19; -524D4-39; -535C-37; -535E4-37; - 535E4-B-37, and -535E4-B-75 turbofan engines, and all RB211-524G2-19; - 524G3-19; -524H2-19; and -524H-36 turbofan engines. This AD requires a one-time inspection of the front combustion liner (FCL) metering panel to determine if it is made from N75 material and, if so, replacing it with an FCL made from C263 material. This AD was prompted by the discovery of a cracked and distorted FCL metering panel, which was made from N75 material. We are issuing this AD to prevent hot gases from burning through the engine casing, which could result in an under-cowl fire and damage to the airplane.