Results
2001-17-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires performing a general visual inspection to detect chafing or damage of the parallel power feeder cables of the number 2 integrated drive generator (IDG); repairing any chafed cable and damaged structure; and repositioning the parallel power feeder cables of the number 2 IDG. This action is necessary to prevent chafing and arcing of the parallel feeder cables of the number 2 IDG, which could result in smoke and/or fire in the right aft galley area. This action is intended to address the identified unsafe condition.
81-13-12 R1: 81-13-12 R1 DETROIT DIESEL ALLISON: Amendment 39-4179 as amended by Amendment 39-4701. Applies to all Model 250-C30, -C30P, and C30S engines and turbine assemblies equipped with 4th stage turbine nozzle assembly P/N 6898694 installed in aircraft certificated in all categories, EXCEPT: 1. Models 250-C30, -C30S: ENGINE SERIAL NO. TURBINE SERIAL NO. CAE 890690, 890691, CAT 95105, 95106, 890692, 890696, and subsequent 95108, 95109, and subsequent 2. Model 250-C30P: ENGINE SERIAL NO. TURBINE SERIAL NO. CAE 895086, 895087, and subsequent CAT 95110, 95111, 95112, and subsequent Compliance is required as indicated unless already accomplished. To prevent cracks in P/N 6898694 4th stage turbine wheel nozzles leading to uncontained turbine wheel failures accomplish the following: a. Inspect, reduce life limits where applicable based on inspection results, and remove from service affected P/N 6898694 nozzles in compliance with the schedule, instructions, and inspection criteria provided in Detroit Diesel Allison Commercial Engine Alert Bulletin CEB-A-72-3056, Revision 3 dated March 30, 1983, or later FAA approved revisions. b. Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate aircraft to a base where compliance with this AD can be accomplished. c. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. 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 Detroit Diesel Allison, Division of General Motors Corporation, Indianapolis, Indiana 46206. These documents also maybe examined at the Office of Regional Counsel, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803 weekdays, except federal holidays, between 8:00 a.m. and 4:30 p.m. Amendment 39-4179 became effective August 10, 1981. This Amendment 39-4701 becomes effective September 26, 1983.
91-05-10: 91-05-10 FOKKER: Amendment 39-6905. Docket No. 90-NM-233-AD. Applicability: Model F-28 Mark 1000, 2000, 3000, and 4000 series airplanes, as listed in Part II of Fokker Report No. SE-243, Issue No. 1, dated June 1, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the airplane, accomplish the following: A. Accomplish the structural modifications according to the service bulletins and the "incorporation threshold" listed in Part II of Fokker Report No. SE-243, Issue No. 1, dated June 1, 1990 as follows: 1. For airplanes that have accumulated time-in-service exceeding the specified "incorporation threshold" as of the effective date of this AD, the structural modifications must be accomplished by the following dates: a. July 1, 1996, for those service bulletins to which [Note 1] applies. b. July 1, 1993, for those service bulletins to which [Note 2] applies. c. July 1, 1993, or 14 years after the airplane's manufacturing date, whichever occurs later, for service bulletins to which [Note 4] applies. 2. For airplanes that have accumulated time-in-service less than the specified "incorporation threshold" as of the effective date of this AD, the structural modifications must be accomplished before the applicable "incorporation threshold" or by the following dates, whichever occurs later: a. July 1, 1996, for service bulletins to which [Note 1] applies. b. July 1, 1993, for service bulletins to which [Note 2] applies. c. July 1, 1993, or 14 years after the airplane's manufacturing date, whichever comes later, for service bulletins to which [Note 4] applies. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE:The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6905, AD 91-05-10) becomes effective on March 25, 1991.
2022-27-05: The FAA is superseding Airworthiness Directive (AD) 2022-09- 15, which applied to all Dassault Aviation Model FALCON 2000 and FALCON 2000EX airplanes. AD 2022-09-15 required relocating affected servo- valves and revising the existing airplane flight manual (AFM) to provide temporary information necessary to operate airplanes fitted with at least one affected brake servo-valve. AD 2022-09-15 also limited or prohibited the installation of affected brake servo-valves. This AD was prompted by a determination that replacing certain brake servo-valves is necessary to address the unsafe condition. This AD continues to require the actions in AD 2022-09-15, including the parts installation limitation or prohibition, and also requires replacing an affected part with a serviceable part, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2001-17-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires replacement of the air driven generator (ADG) wire assembly with a new, increased length wire assembly. This amendment requires, among other actions, replacement of the existing ADG wire assembly in the right air conditioning compartment with a certain new wire assembly. This amendment is prompted by an investigation that revealed the length of the new wire assembly is too long and causes the assembly to chafe against the left emergency alternating current bus of the ADG. The actions specified by this AD are intended to prevent loss of the charging capability of the airplane battery due to chafing. Loss of the charging capability of the airplane battery, coupled with a loss of all normal electrical power, could prevent continued safe flight and landing of the airplane.
2001-17-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires an inspection of the upper avionics circuit breaker panel at the main observer's station to detect damage of the wires and to verify the correct routing of the wire bundles; corrective actions, if necessary; and installation of a new clamp, spacer, and sta-straps. This action is necessary to prevent chafing in the upper avionics circuit breaker panel of the main observer's station, which could result in arcing and consequent smoke and/or fire in the cockpit. This action is intended to address the identified unsafe condition.
2001-16-10: This amendment adopts a new airworthiness directive (AD), applicable to all Aerospatiale Model ATR42-200, -300, -320, and -500 series airplanes; and all Model ATR72 series airplanes. The AD requires revising the Airplane Flight Manual to modify procedures for calculating takeoff performance when Type II or IV de-icing or anti-icing fluids have been used. This amendment is prompted by reports that use of these de-icing or anti-icing fluids may result in an increase in the pitch forces necessary to rotate the airplane during takeoff. This condition could result in a delayed takeoff or even late aborted takeoff. The actions specified by this AD are intended to ensure that the flight crew is advised of the potential effects of Type II or IV de-icing or anti-icing fluids on the airplane's performance during takeoff, and to ensure that the flight crew is advised of the revised performance calculations for takeoff to address these effects.
2001-17-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires a one-time inspection to detect riding, chafing, or damage of the wire bundles adjacent to the disconnect panel bracket of the observer's station. That AD also requires repair or replacement of damaged wires with new or serviceable wires; installation of anti-chafing sleeving on the wire bundles, if necessary; and installation of a grommet along the entire upper aft edge of the disconnect panel bracket. This amendment requires an identical one-time inspection, follow-on actions, and similar corrective actions, if necessary; but the installation of anti-chafing sleeving will be required for all airplanes. The actions specified by this AD are intended to detect riding or chafing of the wire bundles adjacent to the disconnect panel bracket assembly, which could result in a fire in the wire bundles and smoke in the cockpit. This action is intended to address the identified unsafe condition.
2001-17-11: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires an inspection to detect arcing damage of the electrical cables leading to the hydraulic pump terminal strips and the surrounding structure in the wheel well area of the right main landing gear (MLG); and corrective actions, if necessary. This AD also requires replacement of a certain terminal strip with a new terminal strip, and removal of the applicable nameplate in the wheel well of the right MLG. For certain airplanes, this AD also requires, as an alternative, an inspection of the terminal strip to determine if the correct washer is installed, and replacement of the incorrect washer with a new washer. This action is necessary to prevent arcing damage to the terminal strips and damage to the adjacent structure of the wheel well area of the right MLG, which could result in a fire in the wheel well of the right MLG. This action is intended to address the identified unsafe condition.
2001-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires replacement of the cargo roller circuit breakers with new circuit breakers, and reidentification of the aft circuit breaker panel; as applicable. This action is necessary to prevent possible overheating of cargo control unit components, which could result in smoke and/or fire in the cargo compartment. This action is intended to address the identified unsafe condition.
97-25-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 and A321 series airplanes, that requires a revision to the Airplane Flight Manual (AFM) to include procedures for the flightcrew to follow in the event of radio altimeter height malfunction. This amendment also requires replacement of certain radio altimeter antennas with improved antennas, at which time the AFM revision will no longer be required. 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 output of erroneous radio altimeter height information to the flightcrew and autopilot, which could result in reduced ability of the flightcrew to cope with adverse operating conditions.
2016-25-19: We are superseding airworthiness directive (AD) 2010-21-07 for Eurocopter France (now Airbus Helicopters) Model AS350B3 and EC130B4 helicopters. AD 2010-21-07 required inspecting the pilot's and co- pilot's throttle twist for proper operation of the contactors. This new AD retains the requirements of AD 2010-21-07, includes additional inspection procedures, and revises the inspection interval. These actions are intended to address the unsafe condition on these products.
2001-17-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain EMBRAER Model EMB-135ER and -135LR series airplanes, and Model EMB-145, -145ER, -145MR, and -145LR series airplanes. This action requires a one-time visual inspection to determine if the two bonding jumpers that connect the horizontal stabilizer to the vertical stabilizer are properly installed, and replacement of the jumper with a new jumper, if necessary. This action also requires a one-time visual inspection to determine if the supports that connect the bonding jumpers to the horizontal stabilizer are deformed, and corrective actions, if necessary. This action is necessary to prevent severed bonding jumpers in the event of a lightning strike, which could result in reduced elevator control capability, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
82-11-02: 82-11-02 GULFSTREAM AMERICAN CORPORATION (formerly Grumman American Corporation, Grumman Aerospace Corporation): Amendment 39-4384. Applies to Gulfstream American Models G-1159 and G-1159B series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent possible severe flutter of the elevator and/or elevator trim tab, accomplish the following: A. Within the next 50 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time in service until repairs are accomplished in accordance with paragraph B, inspect the left and right outboard elevator trim tab hinge fittings and left and right elevator rear spar for cracks in accordance with Gulfstream American Customer Bulletin No. 325, Amendment 1, dated March 26, 1982. If cracks are found, repair or replace the failed parts before further flight in accordance with Gulfstream American Customer Bulletin No. 315 datedApril 15, 1982. B. Within 150 hours time in service after the effective date of this AD, unless already accomplished, accomplish the following in accordance with Gulfstream American Service Change No. 315 dated April 15, 1982: (1) Remove the left and right elevator outboard trim tab hinge fittings, P/N 1159CSM20105-1, and replace with P/N 1159CSM20837. (2) Remove the left and right elevator ribs, P/N 1159CS20420-1 and -2, and replace with ribs, P/N 1159RDC300-919 and -920. (3) Inspect and repair, if necessary, the elevator rear spar. C. Perform a mass balance inspection of the elevator in accordance with Gulfstream American Model G-1159 Maintenance Manual upon completion of repairs and installation of replacement parts. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Atlanta Aircraft Certification Office. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. 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 Gulfstream American Corporation, P.O. Box 2206, Savannah, Georgia 31402. These documents may be examined at the Atlanta Aircraft Certification Office, FAA, 3400 Norman Berry Drive, East Point, Georgia 30344. This amendment becomes effective May 31, 1982.
2022-27-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD is prompted by a report that during flight and fatigue testing it was detected that some fasteners installed in the center wing box (CWB) rotated inside their fastener holes. This AD requires replacing affected fasteners and applying additional head nut cap protection at the front and rear spars in the CWB, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-25-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, 747-400D, and 747-400F series airplanes; Model 757 airplanes; and Model 767-200, -300, -300F, and - 400ER series airplanes. This AD was prompted by reports of uncommanded autopilot engagement events resulting in incorrect stabilizer trim adjustment during takeoff. This AD requires, depending on the model/ configuration, installing an on-ground stabilizer autotrim inhibit system, relays and related wiring to open and close the flight control computer (FCC) analog output, and new operational program software (OPS) into the FCCs. We are issuing this AD to address the unsafe condition on these products.
2001-16-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, and -30F (KC-10A military) series airplanes, and Model MD-10-10F and -30F series airplanes, that currently requires repetitive inspections to determine the condition of the lockwires on the forward engine mount bolts and correction of any discrepancies found. That AD also provides for optional terminating actions for the repetitive inspections. This amendment requires accomplishment of the previously optional terminating actions. This amendment is prompted by a report of discrepant forward engine mount bolts at the number 3 engine. The actions specified by this AD are intended to prevent broken lockwires, which could result in loosening of the engine mount bolts, and consequent separation of the engine from the airplane. \n\n \tThe incorporation by reference of McDonnell Douglas DC-10 Service Bulletin 71-133, Revision 6, dated June 30, 1992; McDonnell Douglas Service Bulletin DC10-71-159, dated September 6, 1995; and McDonnell Douglas Service Bulletin DC10-71-159, Revision 01, dated July 28, 1997; as listed in the regulations, is approved by the Director of the Federal Register as of September 25, 2001.\n\n\tThe incorporation by reference of McDonnell Douglas Alert Service Bulletin DC10-71A159, Revision 1, dated January 31, 1995; as listed in the regulations, was approved previously by the Director of the Federal Register as of November 10, 1999 (64 FR 54202, October 6, 1999).
2016-25-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 F4-600R series airplanes. This AD was prompted by a report of two adjacent frame forks that were found cracked on the aft lower deck cargo door (LDCD) of two Model A300-600F4 airplanes during scheduled maintenance. This AD requires repetitive high frequency eddy current (HFEC) inspections of the aft LDCD frame forks; a one-time check of the LDCD clearances; and a one-time detailed visual inspection of hooks, eccentric bushes, and x-stops; and corrective actions if necessary. We are issuing this AD to prevent the unsafe condition on these products.
85-11-51 R1: 85-11-51 R1 SAAB-FAIRCHILD: Amendment 39-5145 as amended by amendment 39-5857. Applies to all Saab-Fairchild Model SF-340A airplanes certificated in any category. Compliance is required before further flight after the effective date of this airworthiness directive (AD). To prevent incorrect attitude indications, accomplish the following, unless previously accomplished: A. Incorporate the following information into the limitations section of the FAA- approved Airplane Flight Manual and provide to flight crews: "During the alignment or initialization period, an inertial system is susceptible to bus voltage transients and aircraft movement. The method traditionally used to initialize an inertial system is to apply power to the system and to keep the aircraft stationary until all errors in the system are biased to zero. Aircraft movement due to taxiing will cause inertial errors that are excessive. The following procedures must be used to correctly initialize inertially-base attitude heading reference systems (AHRS) to establish the correct attitude and heading references with respect to earth references: 1. AHRS initialization to be performed with both engines running, i.e., external power switched to off and both generators on line prior to applying power to the L and R avionics busses. 2. Approximately 70 seconds after avionics power is applied, the AHRS initialization is completed by the presentation of attitude on EFIS and the removal of the attitude flags from the displays. During initialization, ensure that the aircraft is not moved and there is no operation of brakes, flaps, nosewheel steering, i.e., the hydraulic pump is not to be operated. Also, there should be no changes made in engine power/prop settings. 3. After the system is initialized, as indicated by the attitude flag being out of view, the aircraft may be taxied and engine run-ups performed. Takeoff may not be made until the system has been operating atleast two minutes after initialization is completed, the attitude difference between the attitude displayed on both EFIS electronic attitude direction indicators (EADI's) and the standby attitude indicator is 3 degrees or less (either bank or pitch), and the heading on the compass card is not slewing away from the aircraft heading. 4. If the attitude error exceeds 3 degrees or if the compass heading slews away from the aircraft heading when checked in accordance with step 3., above, stop the aircraft, set brakes, stabilize engine power settings, and remove avionics power from the affected system by pulling the AHRS circuit breakers (AHC Avion and BAT) which will remove the attitude display from the EFIS. Reset circuit breakers and repeat initialization procedure and checks as in steps 2 and 3, above. NOTE: An incorrect initialization on the ground cannot be corrected by a reinitialization while airborne." B. "Accomplishment of Modification 1438 in accordance with SAAB Service Bulletin SF 340-34-038, dated October 24, 1986, or an equivalent production change constitutes terminating action for requirements of paragraph A. of this AD. Thereafter, the AHRS initialization shall be accomplished in accordance with SAAB Aircraft Operations Manual (AOM) Bulletin Number 24. A copy of AOM Bulletin Number 24 must be readily available to the crew during operations." C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: Compliance with paragraph A. of this directive may be effected by including a copy of this AD in the limitations section of the FAA-approved airplane flight manual and operating manual. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Saab-Fairchild Product Support, S.58188, Linkoping, Sweden. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. Amendment 39-5145 became effective October 21, 1985. It was effective earlier to all recipients of telegraphic AD 85-11-51 issued May 31, 1985. This Amendment, 39-5857 becomes effective April 6, 1988.
2010-23-24: This amendment adopts a new airworthiness directive (AD) for the Sikorsky Model S-70A and S-70C helicopters. This AD requires an ultrasonic test (UT) inspection of the tail gearbox output bevel gear (gear) for a crack. If you find a crack, replacing the gear with an airworthy gear is required before further flight. This AD is prompted by three gear cracking incidents, one of which resulted in the tail rotor separating from the helicopter. The actions specified by this AD are intended to detect a crack in the gear to prevent a tail rotor separating, loss of tail rotor control, and subsequent loss of control of the helicopter.
2001-16-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes equipped with General Electric Model CF6-45 or -50 series engines or Pratt & Whitney Model JT9D-3, -7, or -70 series engines; and all 747-E4B (military) airplanes. That AD currently requires repetitive inspections to detect cracking or fracture of the steel attachment fittings of the diagonal brace to the nacelle struts; and replacement of the attachment fittings with new steel fittings, if necessary. This amendment adds new repetitive inspections of the fasteners of the steel attachment fittings of the diagonal brace to the inboard and outboard nacelle struts to find discrepancies; and mandates certain one-time inspections of the existing attachment fittings, installation of new fasteners, and replacement or rework of the fittings, which terminates the repetitive inspections. This amendment is prompted by a report of fatigue cracking in a steel attachment fitting of the diagonal brace to the number 2 nacelle strut. The actions specified by this AD are intended to prevent such cracking or a fracture, which could result in failure of a nacelle strut diagonal brace load path and possible separation of the nacelle from the wing.
91-18-16: 91-18-16 FOKKER: Amendment 39-8019. Docket No. 91-NM-15-AD. Applicability: Model F-27 series airplanes; Serial Numbers 10102 through 10684, 10686, 10687, and 10689 through 10692; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent elevator and trim tab flutter during flight and reduced controllability of the airplane, accomplish the following; (a) Within 100 hours time-in-service, unless accomplished within the previous 400 hours time- in-service, and thereafter at intervals not to exceed 500 hours time-in-service, perform a visual inspection to detect worn, loose, cracked, or broken parts in the elevator trim system, in accordance with the appropriate maintenance instructions referenced in the Fokker F27 Maintenance Circular 55-3, dated September 10, 1985. Repair any discrepant part(s) prior to further flight. (b) Within 18 months after the effective date of this AD, modify the elevator trim systemin accordance with the Accomplishment Instructions of Fokker Service Bulletin F27/27-130, dated September 11, 1990. Accomplishment of this modification constitutes terminating action for the repetitive visual inspections required by paragraph (a) of this AD. NOTE: This terminating action does not preclude the visual inspections of the elevator and trim tab that should be considered at the Check 4 or the 2C-check interval, which are recommended in Fokker Service Bulletin F27/27-130, dated September 11, 1990. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. (e) The inspection requirement shall be done in accordance with Fokker F27 Maintenance Circular 55-3, dated September 10, 1985, and the modification requirement shall be done in accordance with Fokker Service bulletin F27/27-130, dated September 11, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8019, AD 91-18-16) becomes effective on October 8, 1991.
78-19-03: 78-19-03 MESSERSCHMITT-BOLKOW-BLOHM GmbH: Amendment 39-3302. Applies to all Model BO-105 helicopters, all serial numbers, equipped with Autoflug safety belts types BAGU FAG-5 and FAG-7 with type GL-2 buckles and a date of manufacture prior to October 1, 1974. Compliance required as indicated unless already accomplished. To reduce the possibility of the safety belt release mechanism either jamming or requiring release forces beyond a specified range, while the belt is stressed under a load condition, accomplish the following: (a) Within the next 30 hours time in service after the effective date of this AD, inspect the safety belts and if the date of manufacture stamped on the belt's name tag is prior to October 1, 1974, before further use, except that the aircraft may be flown in accordance with FAR 21.197 and 21.199 to a place where repairs or replacement can be made - (1) Replace the safety belt assembly with a serviceable safety belt assembly of the same partnumber; or (2) Repair the GL-2 buckle assembly in accordance with Augoflug Technical Instruction No. 3/77, or an FAA-approved equivalent, and test the buckle and release mechanism for proper operation in accordance with paragraphs (a)(2)(i) through (iv) of this AD, or an FAA-approved equivalent (i) Checking the Locking and Release Action of the Buckle. Set the opening lever of the buckle to position "RELEASE" and press the lever against the stop. Check that the lever flange of the body is at least level with the upper edge of the cover and that it is slightly higher on the side opposite the fixed lug. Release the operating handle and check that it will automatically return to position "DON". Lift the operating lever position "RELEASE" and press it at right angles to its longitudinal axis to place the body in an inclined position. Check that the body tumbles freely in the cover. (ii) Checking the Arresting Mechanism of the Operation Lever. In position "LOCKED" the release force of the arresting mechanism of the operating lever - measured at the strap handle and at right angles to the lever - must be 4.4 + 1.4 lbs. (iii) Checking the Locking Mechanism of the Multiple-Point Buckle. Insert the belt lugs into the multiple-point buckle and subject each lug to a load of approximately 20 lbs. with the load applied at right angles to the buckle plane. Perform this test once with the cover of the buckle pointing upwards and once downwards, ensuring that the operating lever and body are unobstructed. The buckle must not open and must keep the belt lugs securely locked. (iv) Checking the Force to Release. With the safety belt fastened and positioned to simulate an inverted aircraft/seat position and while applying 250 lbs. load uniformly distributed across the buckle and belt webbing, measure the force necessary on the operating lever to actuate belt release. The measured force to actuate belt release must not be greater than 45 lbs. (b) Mark the safety belts repaired and tested to comply with paragraph (a)(2) of this AD with permanent legible marking either on the manufacturer's name tag or on the belt webbing near the name tag with the number of this AD and the date repaired. (c) If the safety belt is tested prior to repair in accordance with paragraph (a)(2) and complies with the limits specified in paragraphs (a)(2)(i) through (iv) of this AD, the compliance time to effect repairs is extended to 150 hours time in service after the effective date of this AD, at which time the GL-2 buckle assembly must be replaced or repaired and retested in accordance with paragraph (a) of this airworthiness directive. (d) Equivalent means of compliance with the AD must be approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. This amendment becomes effective October 18, 1978.
91-16-02: 91-16-02 AIRBUS INDUSTRIE: Amendment 39-7092. Docket No. 91-NM-59-AD. Applicability: Model A320 series airplanes, on which Modification 22039 has not been accomplished, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure complete closure of the low pressure fuel fire shut-off valve, accomplish the following: A. Within 350 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 350 hours time-in-service, perform a functional check of the low pressure fuel fire shut-off valve actuator, in accordance with Airbus Industrie All Operators Telex (AOT) 28-01, dated October 8, 1990. B. If any valve fails or indicates failure to open or close correctly, prior to further flight, replace the low pressure fuel fire shut-off valve actuator with either P/N HTE 190001 (PRE Airbus Industrie Service Bulletin A320-28-1028), or P/N HTE 190001-1 (POST Airbus Industrie ServiceBulletin A320-28-1028), in accordance with Airbus Industrie Service Bulletin A320-28-1028, Revision 1, dated November 23, 1990. Following actuator replacement, perform a functional test in accordance with AOT 28-01, dated October 8, 1990. Accomplishment of Modification 22039 (Service Bulletin A320-28-1028) constitutes terminating action for the repetitive functional checks required by paragraph A. of this AD. C. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. E. The repetitive functional check requirements shall be done in accordance with Airbus Industrie All Operators Telex (AOT) 28-01, dated October 8, 1990. The replacement requirements shall be done in accordance with Airbus Industrie Service Bulletin A320-28-1028, Revision 1, dated November 23, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7092, AD 91-16-02) becomes effective on September 11, 1991.
2022-26-05: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) TAY 620-15 and TAY 650-15 model turbofan engines. This AD was prompted by reports of cracks on the high-pressure turbine (HPT) stage 2 intermediate air seal attachment bolts (attachment bolts). This AD requires repetitive inspections of the HPT stage 2 intermediate air seal and attachment bolts and, depending on the results of the inspections, replacement of attachment bolts and the HPT stage 1 and stage 2 rotor disks, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.