|
62-18-02: 62-18-02 GENERAL DYNAMICS/CONVAIR: Amdt. 476 Part 507 Federal Register August 18, 1962. Applies to All Model 30 Series Aircraft.
Compliance required as indicated.
To preclude an unsafe condition resulting from cracking of the pylon forward engine thrust beacon channels, P/N's 30-24011-71 and -72, accomplish the following:
(a) Within the next 50 hours' time in service following the effective date of this AD unless already accomplished within the last 50 hours' time in service, and thereafter at periods not to exceed 100 hours' time in service from the last inspection, conduct a close visual inspection of channels P/N's 30-24011-71 and -72 for any evidence of cracking, particular attention shall be given to the area of the relief radius in the vicinity aft end of each channel.
(b) A channel exhibiting a crack in the vertical web not exceeding 1 1/2 inch may be continued in service provided that the crack is stop drilled with a 1/4-inch drill and the channel is inspected thereafter at periods not to exceed 12 hours' time in service.
(c) A channel which has been stop drilled in accordance with (b) and in which the crack is found at a subsequent inspection to have progressed beyond the stop drill hole, may be continued to be used for an additional 12 hours' time in service provided that it is once again stop drilled with a 1/4-inch drill and the total length of crack does not exceed 1 1/2 inch.
(d) Channels exhibiting cracks in the vertical web greater than 1 1/2 inch in length or cracks which have progressed in the horizontal web, shall be replaced prior to a further flight with a new part of the same part number or with an FAA engineering approved equivalent. When a cracked channel is replaced with a new channel P/N's 30-24011-71 or -72, the new channel shall be inspected in accordance with (a) at intervals not to exceed 100 hours' time in service, and when found cracked, shall be subject to the provisions of (b) and (c).
(e) The repetitive inspections required by this AD may be discontinued on replacement channels described in Part B of General Dynamics/Convair Alert Service Bulletin A54-4 or equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region.
(f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator.
(General Dynamics/Convair Alert Service Bulletin A54-4 for the Model 30 covers this same subject.)
This directive effective August 23, 1962.
|
|
88-09-05 R1: 88-09-05 R1 DE HAVILLAND, INC.: Amendment 39-9745. Docket 95-NM-266-AD. Revises AD 88-09-05, Amendment 39-5908.
Applicability: Model DHC-8 series airplanes, serial numbers 3 through 79 inclusive, on which Modification 8/0757 has not been installed; certificated in any category.
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.
Compliance: Required as indicated, unless accomplished previously.
To prevent inadvertent opening of the airstair door and consequent depressurization of the airplane, accomplish the following:
(a) Within 60 days after June 10, 1988 (the effective date of AD 88-09-05, amendment 39-5908), replace the labels marking the location and means of opening the lavatory, in accordance with the Accomplishment Instructions of de Havilland Service Bulletin 8-11-14, Revision `A', dated July 31, 1987; or Revision `B', dated July 1, 1988, or Revision `C', dated September 29, 1995.
(b) 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, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO.
NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO.
(c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.
(d) The replacement shall be done in accordance with de Havilland Service Bulletin 8- 11-14, Revision `A', dated July 31, 1987; or de Havilland Service Bulletin 8-11-14, Revision `B', dated July 1, 1988; or de Havilland Service Bulletin 8-11-14, Revision `C', dated September 29, 1995. 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 Bombardier, Inc., Bombardier Regional Aircraft Division, Garratt Boulevard, Downsview, Ontario, Canada M3K 1Y5. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, New York Aircraft Certification Office, Engine and Propeller Directorate, 10 Fifth Street, Third Floor, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
(e) This amendment becomes effective on October 21, 1996.
|
|
99-17-03: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 204B, 205A, and 205A-1 helicopters, that currently requires modifying and inspecting the vertical fin spar (fin spar) for cracks. This amendment requires modification and visual and dye-penetrant inspections of the fin spar for cracks, and if a crack is discovered, replacing the fin spar. A tapping test for disbonding and replacing certain fin spars within 12 calendar months is also required. This amendment is prompted by an accident involving a Model 205A-1 helicopter and four other accidents involving helicopters of similar type design. The actions specified by this AD are intended to prevent failure of the fin spar, loss of the tail rotor, and subsequent loss of control of the helicopter.
|
|
2011-08-09: We are adopting a new airworthiness directive (AD) for the products listed above. 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:
It has been found that some fuel quantity probes may fail during the airplane life leading to an erroneous fuel quantity indication to the crew. This erroneous indication may lead to the airplane being operated with less fuel than indicated which may lead to an uncommanded in-flight shutdown of one or both engines due to fuel starvation.
* * * * *
We are issuing this AD to require actions to correct the unsafe condition on these products.
|
|
96-12-26: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) AD 96-12-26 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI)-manufactured Model AH-1, HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters by individual letters. This AD requires a visual inspection of each tail rotor (T/R) blade (blade) for peeling, flaking, or bubbling paint that may indicate corrosion; an inspection for corrosion, if necessary; and replacement of the T/R blade with an airworthy blade if corrosion is discovered. This amendment is prompted by an FAA determination, based on the manufacturer's data, that certain serial-numbered T/R blades were manufactured with internal leading edge doublers fabricated from clad aluminum instead of bare aluminum material. The actions specified by this AD are intended to prevent debonding of the main spar internal leading edge doubler, which could lead to failure of a T/R blade and subsequent loss of control of the helicopter.
|
|
89-08-05: 89-08-05 BELL HELICOPTER TEXTRON, INC.: Amendment 39-6403. Final copy of a Priority Letter AD. Docket No. 89-ASW-11.
Applicability: All Bell Helicopter Textron, Inc. (BHTI) Model 204B, 205A, 205A-1, 212, and 412 helicopters, certificated in any category, with main transmission spiral bevel gear, P/N 204-040-701-103, having less than 250 hours' time in service upon effective date of this AD and delivered as spares or in a new transmission between January 1, 1988, and April 4, 1989. The spare (uninstalled) spiral bevel gears, P/N 204-040-701-103, affected serial numbers are as follows:
A-3819
A-3821
A-3825
A-3826
A-3829
A-3833
A-3834
A-3836
A-3838
A-3840
A-3845
A-3847
A-3848
A-3850
A-3855
A-3856
A-3857
A-3858
A-3861
A-3878
A-3880
A-3885
A-3886
A-3889
A-3891
A-3892
A-3893
A-3895
A-3896
A-3897
A-3899
A-3901
A-3911
A-3915
A-3916
A-3919
A-3920
A-4008
A-4014
A-4017
A-4019
A-4020
A-4021
A-4027
A-4029
A-4068
A-4069
A-4071A-4075
A-4077
A-4078
A-4079
A-4080
A-4081
A-4083
A-4084
A-4085
A-4087
A-4089
A-4090
A-4091
A-4092
A-4093
A-4094
A-4095A
A-4096
A-4097
A-4098
A-4107
A-4108
A-4109
A-4147
A-4184
A-4186
A-4187
A-4188
A-4191
A-4192
A-4193
A-4213
A-4229
A-4233
A-4235
A-4236
A-4241
A-4243
A-4244
A-4245
A-4254
A-4266
A-4267
A-4274
A-4275
A-4280
A-4282
A-4288
A-4289
A-4290
A-4303
A-4319
A-4320
A-4325
A-4327
A-4328
A-4329
A-4332
A-4333
A-4334
A-4335
A-4336
A-4337
A-4358
A-4366
A-4368
A-4369
A-4370
A-4371
A-4372
A-4374
A-4376
A-4377
A-4378
A-4379
A-4380
A-4383
A-4385
A-4386
A-4387
A-4394
A-4395
A-4397
A-4400
A-4401
A-4403
A-4411
A-4417
A-4418
A-4428
The following Model 212 serial numbered helicopters were delivered with affected main transmission spiral bevel gears; S/N's 31304, 31305, and 31307. The following Model 412 serial numbered helicopters were delivered with the affected main transmission spiral bevel gears: S/N's 33175, 33177, 33178, 33179, 33181, 33182, 33185, 33186, 33190, 33192, 33194, and 33195.
Compliance: Required as indicated, unless already accomplished.
To prevent failure of the main transmission spiral bevel gear which could result in possible loss of the helicopter, accomplish the following:
(a) Within the next 10 hours' time in service upon effective date of this AD and thereafter, before the first flight of each day, accomplish the following:
(1) Remove and inspect the transmission internal sump oil filter for evidence of metal contamination (e.g., steel particles in splinter, granular, or flake form).
(2) If metal contamination is evident, disassemble the main transmission to determine the extent of damage and replace any unserviceable parts with serviceable parts before further flight.
(b) Within the next 10 hours' time in service upon effective date of this AD and thereafter, at intervals not to exceed 50 hours' time in service from the last inspection, accomplish the following:
(1) Remove a quill pad cover, P/N 204-040-174-001, or rotor brake quill from the transmission main ring gear case to gain access to the main transmission spiral bevel gear.
(2) Utilizing a bright light and a dental mirror, inspect all teeth in the spiral bevel gear, P/N 204-040-701-103, for evidence of cracks, chipping, and metal deformation. If cracks, chipping, or metal deformation is evident, the part must be removed from service and replaced with a serviceable part before further flight.
(3) Reinstall pad cover, P/N 204-040-174-001, or rotor brake quill, whichever is applicable.
(c) The provisions of this AD do not apply when the time in service of the spiral bevel gear, P/N 204-040-701-103, reaches or exceeds 250 hours' time in service.
NOTE: Spiral bevel gear, P/N 204-040-701-103, affected by this AD may be returned to Bell Helicopter Textron, Inc., Attn: CPR Monitor, 3000 South Norwood & Trinity Boulevard, Hurst, Texas 76053, for inspection and reidentification. After reidentification, the provisions of this AD no longer apply.
(d) An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, Rotorcraft Directorate, Aircraft Certification Service, FAA, Southwest Region, Fort Worth, Texas.
(e) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the inspection requirements of this AD may be accomplished.
This amendment becomes effective on January 3, 1990, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 89-08-05, issued April 12, 1989, which contained this amendment.
|
|
2011-13-04: 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 Trent 500 engine has been found with thermal distress of the Intermediate Pressure (IP) Turbine Nozzle Guide Vanes. The resultant investigation found the root cause to be carbon blockage of the fuel spray nozzles. The source of the carbon has been identified to be the RH fuel manifold assembly. Analysis has verified that low fuel velocity and thermal input may cause formation of carbon in a specific region of the RH fuel manifold. As advanced thermal distress of IP Turbine components may potentially result in uncontained, high energy debris release, the formation of carbon in the RH fuel manifold constitutes a potentially unsafe condition. To address andcorrect this unsafe condition, Rolls Royce have developed a cleaning or replacement programme of the RH fuel manifold and an optional part replacement.
We are issuing this AD to prevent the release of uncontained high- energy debris in the event of IP turbine component failure, which could result in damage to the airplane.
|
|
2011-13-07: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. 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 occurrences of untimely radio-altimeter lock-up have been reported, where the failed radio-altimeter indicated a negative distance to the ground despite the aircraft was flying at medium or high altitude.
A locked radio-altimeter 1 leads to untimely inhibition of warnings that could be displayed along with certain abnormal conditions while the avionic system switches into landing mode during altitude cruise.
* * * * *
[Untimely radio altimeter lock-up] may cause the crew to be unaware of possible system failures that could require urgent crew's actions.
* * * * *
We are issuing this AD to require actions tocorrect the unsafe condition on these products.
|
|
96-18-07: This amendment adopts a new airworthiness directive (AD) that applies to Bellanca, Incorporated (Bellanca) Models 17-30, 17-30A, 17-31, 17-31A, 17-31TC, and 17-31ATC airplanes. This action requires repetitively inspecting, testing, and possibly replacing the nose landing gear (NLG) strut and brackets. A collapse of a Bellanca airplane's NLG during a landing prompted this action. The actions specified by this AD are intended to prevent possible failure of the nose landing gear, which, if not detected and corrected, could result in loss of control of the airplane during landing operations.
|
|
76-06-04: 76-06-04 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2553. Applies to Model DH-104 "Dove" airplanes, all series, certificated in all categories.
Compliance is required as indicated.
To prevent the possible failure of engine mounting pick-up brackets, accomplish the following:
(a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the preceding 250 hours' time in service, inspect the following engine mounting pickup brackets in accordance with paragraph (b) of this AD, and comply with paragraph (c), (d), and (e), as appropriate.
(1) For aircraft that do not incorporate Hawker Siddeley Modification 38, inspect -
(i) Inboard top joint assembly inner brackets, P/N 4 W.3433-4, and outer brackets, P/N 4 W.3435-6; and
(ii) Outboard top joint assembly inner brackets, P/N 4 W.3437-8, and outer brackets, P/N 4 W.3439-40.
(2) For aircraft that incorporate Hawker Siddeley Modification 38, inspect -
(i) Inboard top joint assembly inner brackets, P/N 4 W.4239-40, and outer brackets, P/N 4 w.4241-2; and
(ii) Outboard top joint assembly inner brackets, P/N 4 W.3437-8, and outer brackets, P/N 4 W.3439-40.
(b) Remove the cowling over the oil tank and inspect the engine mounting pick-up brackets specified in paragraph (a)(1) or (a)(2) of this AD, as applicable, for cracks using a dye penetrant method, and comply with paragraph (c) or (d) of this AD, as appropriate.
NOTE. In conducting inspections required by paragraph (b) of this AD particular attention should be given to the top flanged edges of the brackets.
(c) If a crack is found during an inspection required by paragraph (b) of this AD, before further flight, replace the affected bracket with a new bracket of the same part number or an FAA-approved equivalent.
(d) If no crack is found during an inspection required by paragraph (b) of this AD, before further flight, inspect the flange edges of the brackets specified in paragraph (a)(1) or (a)(2), as appropriate, for cut-outs, nicks, rough edges, and similar defects.
(e) If a defect is found during an inspection required by paragraph (d) of this AD, comply with the following, as appropriate:
(1) If the defect can be blended out over a length of at least 0.5 inches along the flange edge, without a material loss in excess of 0.05 inches from the edge of the flange, accomplish the following:
(i) Before further flight, blend out the defect, and
(ii) Thereafter, continue to comply with paragraph (b) of this AD at intervals not to exceed 1200 hours' time in service.
(2) If the defect can be blended out over a length of at least 0.5 inches along the flange edge, with a material loss in excess of 0.05 inches, but not in excess of 0.20 inches, from the edge of the flange, accomplish the following:
(i) Before further flight, blend out the defect, and
(ii) Thereafter, continue to complywith paragraph (b) of this AD at intervals not to exceed 300 hours' time in service.
(3) If the defect cannot be blended out over a length of at least 0.5 inches along the flange edge, or a material loss in excess of 0.20 inches from the edge of the flange would result if the defect were blended out, before further flight, except that the airplane may be flown in accordance with FAR 21.197 and 21.199 to a base where the repair can be performed, replace the affected bracket with a new bracket of the same part number, or an FAA-approved equivalent.
(f) The blending out of defects as required by paragraphs (e)(1)(i) and (e)(2)(i) of this AD must be accomplished in such a manner that all reworked edges are smooth, free of burrs, and reprotected in accordance with FAR 43.13.
NOTE. The Hawker Siddeley Aviation Limited Model DH-104 Maintenance Manual contains instructions for the blending out of defects.
Also Hawker Siddeley Aviation Limited Technical News Sheet CT(104)No. 226, Issue 1, dated October 25, 1971, deals with this subject.
This amendment becomes effective March 29, 1976.
|