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2014-03-10: We are adopting a new airworthiness directive (AD) for various restricted category helicopters, originally manufactured by Bell Helicopter Textron, Inc. (Bell), model numbers HH-1K, TH-1F, TH-1L, UH- 1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P. This AD requires inspecting the tail rotor (T/R) cable assembly for an incorrectly machined body. This AD is prompted by a report from Bell that a defective body on the cable prevents the barrel assembly from fully engaging in the body cavity. These actions are intended to prevent disengagement of the cable from the barrel, failure of the T/R pitch control, and subsequent loss of control of the helicopter.
2010-15-08: The FAA is superseding an existing airworthiness directive (AD), which applies to all Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. That AD currently requires repetitive inspections to find cracks, fractures, or corrosion of each carriage spindle of the left and right outboard mid-flaps, and corrective action if necessary. That AD also currently requires repetitive gap checks of the inboard and outboard carriage of the outboard mid-flaps to detect fractured carriage spindles, and corrective actions if necessary. This new AD requires any new or serviceable carriage spindle installed per the requirements of the existing AD to meet minimum allowable diameter measurements taken at three locations. This AD also requires new repetitive inspections, measurements, and overhaul of the carriage spindles, and applicable corrective actions. In addition, this AD requires replacing any carriage spindle when it has reached its maximum life limit. This AD results from reports of fractures that resulted from stress corrosion and pitting along the length of the spindle and spindle diameter, and additional reports of corrosion on the outboard flap carriage spindles. We are issuing this AD to detect and correct cracked, corroded, or fractured carriage spindles, and to prevent severe flap asymmetry, which could result in reduced control or loss of controllability of the airplane.
2006-04-03: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A330-200 and -300 series airplanes, Model A340-200 and -300 series airplanes, and Model 340-541 and -642 airplanes. This AD requires identifying the part number of the emergency evacuation slides or slide rafts installed on Type "A" exit doors, and modifying the regulator valves of the slide and slide raft assemblies if necessary. The actions specified by this AD are intended to prevent failure of an emergency evacuation slide raft to deploy and inflate during an emergency situation, which could impede an evacuation and result in injury to passengers or crewmembers. This action is intended to address the identified unsafe condition.
68-16-02: 68-16-02 SIAI-MARCHETTI: Amdt. 39-628. Applies to Model S.205/22R airplanes - Serial Nos. 213, 370, 371, 372, 373, 374, 379, 380, 381, 382, and 384. Compliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished. To provide a position indicating means for the main landing gear, install a Burgess MK4BR microswitch on the right and left wing in accordance with Siai-Marchetti Service Bulletin No. 205B5A, dated April 11, 1968, or later RAI-approved issue, or an FAA-approved equivalent. This amendment becomes effective September 7, 1968.
99-19-34: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100 and -300 series airplanes, that requires modification of certain hydraulic systems that provide hydraulic pressure for the control of the rudder and for the main landing gear brakes. 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 damage to certain hydraulic system components in the number 2 engine nacelle, which could result in loss of the number 1 and number 2 hydraulic systems, and consequent reduced controllability of the airplane.
52-15-02: 52-15-02 MARTIN: Applies to All Models 202 Airplanes With Hamilton Standard Reversing Propeller Installations. I. Prior to reactivation of the reversing feature of the propellers: A. Modify the following terminal strips and pin connector assemblies as specified in items 1 and 2 of Attachment A (see AD 52-13-02 Lockheed): (1) Terminal strip at nacelle firewall junction box. (2) Terminal strip at center wing panel. (3) Terminal strip at fuselage Section 225. (4) Terminal strip at nose junction box. (5) 19 pin connector assembly at the propeller control relay box. B. Modify Hamilton Standard propeller reversing relay box at the front of the control pedestal to shield the reversing solenoid circuit relay contacts, etc., from all other circuits which are energized at any time except when reversing is desired. Reversing relay boxes which have separate pin connectors for the reversing solenoid wire and the remaining circuits, shall beso installed that it is not possible inadvertently to interchange any connectors on the two relay boxes. C. Rewire the feathering button circuit so that the wire from the feathering button to the fixed terminal for the auxiliary pump on the "A" relay is not energized when feathering is being accomplished and so that the hold in coil on the feathering button is inoperative during unfeathering. Isolate reversing circuit relay contacts in the propeller control relay box in a manner equivalent to the change specified in item I.B. Protect the exposed relay terminals as specified in items 3. of Attachment A. D. Modify the reversing solenoid circuit wiring in accordance with item 4. of Attachment A. E. Revise the reversing circuits to comply with Hamilton Standard Service Bulletin No. 236. F. In order to prevent reversing of a normally operating propeller when unfeathering the other propeller: If the reversing solenoid circuits for the two propellers are adjacent toeach other in any connectors, at terminal strips, in wire bundles, or any other points where contact may occur between the two circuits due to a fault, isolate the two circuits from each other as specified in Attachment A and observe the maintenance practices in item II.A. G. The "reverse operable" warning device shall be clearly visible when the lock is open just a sufficient amount to permit moving the throttles into the reverse regime. It shall not be possible for the flap to catch on its track or on the control pedestal and remain held in the up position. H. Incorporate throttle pedestal cover plate No. 2021A19719 which has a steel track to prevent lifting the throttles before they reach the idle position. I. If an alternate manually controllable ground circuit is installed to permit unfeathering in case of an open blade switch circuit, the alternate circuit shall be removed. J. Increase the height of the throttle quadrant stop at the positive idle positionso that a lift of at least 1/4-inch is required to lift the pin over the stop. II. Maintenance practices (to be instituted when reversing is reactivated): A. At each nearest scheduled service to 350 hours: (1) Inspect all points specified in I.A.(1) through I.A.(4) unless the modifications made to the system conform to item 1(a) or 1(b) of Attachment A. Perform an electrical check of the reverse safety switches in the pedestal assembly to assure that the switch is open when the throttles are moved forward out of the reverse position, unless it is shown that failure of any of the reverse safety switches to open will be clearly apparent to the flight crew by reason of improper operation of the propeller control system. Because of the many technical considerations involved, analyses showing that the objective of this revision has been accomplished should be referred to the FAA for engineering evaluation and approval. B. At any time that an electrical faultoccurs in a circuit which is carried in the same bundles or the same conduits as the reversing solenoid circuit, representative terminal points in the faulty circuit are to be inspected to determine whether any damage may have occurred within the bundles or conduit. If there is evidence of possible damage, all the wiring involved is to be removed and inspected. Damaged wiring is to be replaced as necessary. III. Operating instructions: (comply with item 5 of Attachment A.) IV. (Note: Propeller governor design changes which are under development and whose purpose is to provide a high pressure hydraulic circuit bypass to safeguard against inadvertent reversing and to provide ability to feather even when the reversing solenoid is energized are still under consideration and may be the subject of a future directive.)
86-23-04: 86-23-04 FOKKER B.V.: Amendment 39-5459. Applies to Model F27 airplanes; serial numbers 10105 to 10648 inclusive, 10654, 10658, 10659, 10660, 10662 to 10667 inclusive, 10669, 10672 and 10678; certificated in any category. To ensure structural integrity of the elevator trim tab, accomplish the following, unless already accomplished: A. Within 60 days after the effective date of this AD, conduct a one-time visual inspection of the elevator trim tab in accordance with Fokker Service Bulletin F27/55-59, Revision 1, dated October 15, 1985. B. If incorrect rivets are installed, repair the tab before further flight in accordance with the above service bulletin. C. An alternate means of compliance or adjustment of compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Manager of Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, the Netherlands. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective December 10, 1986.
93-01-25: 93-01-25 AIRBUS INDUSTRIE: Amendment 39-8479. Docket 92-NM-243-AD. Applicability: Model A320 series airplanes, manufacturer's serial numbers 002 through 180, inclusive; 183 through 194, inclusive; 196 through 315, inclusive; 317 through 321, inclusive; 323 through 325, inclusive; and 328 through 334, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fuel leakage onto the engine and the potential for an engine fire, accomplish the following: (a) Within 500 hours time-in-service after the effective date of this AD, perform a torque check of the connection on the fuel return line at rib 9 in accordance with Airbus Industrie All Operator Telex (AOT) 28-04, Revision 1, dated September 9, 1992. (1) If the red witness marks are incorrectly aligned, prior to further flight, accomplish paragraphs (a)(1)(i) and (a)(1)(ii) of this AD in accordance with the AOT. (i) Tighten the connection totorque values between 478 and 522 inch-pounds. (ii) Remove the existing witness marks and remark with an indelible marker pen. (2) If the red witness marks are correctly aligned, this AD does not require retorquing or remarking. (b) Within 500 hours time-in-service after the effective date of this AD, perform a leak check of the sealant in pylon zone "A", in accordance with All Operator Telex (AOT) 28-04, Revision 1, dated September 9, 1992. (1) If any leak is found or if the water level drops while conducting the leak check, prior to further flight, replace the sealant in accordance with the AOT. (2) If no leak is found and if the water level does not drop while conducting the leak check, this AD does not require replacement of the sealant. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The checks, torquing, marking, and replacement shall be done in accordance with Airbus Industrie All Operator Telex 28-04, Revision 1, dated September 9, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected atthe FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on February 10, 1993.
85-01-05: 85-01-05 BRITISH AEROSPACE: Amendment 39-5047. Applies to Model 125 800A series airplanes with manufacturer serial numbers 258003 through 258020, certificated in all categories. To detect the lack of engine fire protection caused by improper wiring which would result in the wrong fire bottle operating, accomplish the following, unless previously accomplished: (A). Within ten (10) hours time in service after the effective date of this AD, inspect and rewire, if necessary, the electrical circuits of the engines' fire protection system, in accordance with the accomplishment instructions of British Aerospace 125 Service Bulletin 26-A25(253028), dated December 20, 1984. (B). Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. (C). Alternate inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received these documents from their manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, Box 12414, Dulles International Airport, Washington, D.C. 20041. This amendment becomes effective May 13, 1985, and was effective earlier to those recipients of AD 85-01-05 dated January 15, 1985, distributed by priority letter.
93-09-13: 93-09-13 DE HAVILLAND, INC.: Amendment 39-8579. Docket 92-NM-232-AD. Applicability: Model DHC-8-100 and -300 series airplanes on which Modification 8/1970 has not been accomplished; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of conductivity, which could lead to overheat damage to wiring or connectors, accomplish the following: (a) Within 60 days after the effective date of this AD, replace aluminum washers installed at the bus bar connections with steel washers, in accordance with de Havilland Alert Service Bulletin S.B. A8-24-44, dated October 23, 1992. (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: 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 FAR 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 Alert Service Bulletin S.B. A8-24-44, dated October 23, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, 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 June 17, 1993.
2014-03-16: We are adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co. KG (RRD) Tay 620-15, 650-15, and 651- 54 turbofan engines. This AD requires replacement of low-pressure compressor (LPC) fan blades. This AD was prompted by the discovery that the LPC fan blades leading edges erode in service and create an unacceptable blade flutter margin. We are issuing this AD to prevent LPC fan blade failure, damage to the engine, and damage to the airplane.
99-19-33: This amendment adopts a new airworthiness directive (AD) that applies to all LET Aeronautical Works (LET) Model L-13 "Blanik" sailplanes. This AD requires painting (using a contrasting color, i.e., red paint) the left hand elevator drive mechanism in order to not have the elevator drive bellcrank inadvertently installed backwards. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Czech Republic. The actions specified by this AD are intended to prevent the elevator drive bellcrank from being installed backwards, which could result in an incorrect rigging of the elevator flight control with potential reduced or loss of control of the sailplane.
2014-02-01: We are superseding Airworthiness Directive (AD) 2011-03- [[Page 7383]] 13 for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, and Model CL-600-2D24 (Regional Jet Series 900) airplanes. AD 2011-03-13 required repetitive inspections of the rudder travel limiter (RTL) return springs and primary actuator, and corrective actions if necessary. This new AD requires replacing certain RTL return springs, including doing related investigative and corrective actions, if necessary; which is terminating action for the repetitive inspections. This new AD also revises the applicability. This AD was prompted by reports of failure of the RTL return spring. We are issuing this AD to prevent failure of the RTL, which would permit an increase of rudder authority beyond normal structural limits and consequently affect the controllability of the airplane.
2014-01-04: We are adopting a new airworthiness directive (AD) for all Bae Systems (Operations) Limited Model BAe 146 series airplanes and Model Avro 146-RJ series airplanes. This AD was prompted by reports of excess solder deposited during overhaul on the frangible plug of a fire extinguisher, which prevented the release of the extinguishant. This AD requires a one-time inspection of certain engine and auxiliary power unit (APU) fire extinguishers to determine if the fire extinguishers are affected by excessive solder and corrective actions if necessary. We are issuing this AD to prevent the failure of a fire extinguisher to discharge, which reduces the ability of the fire protection system to extinguish fires in the engine or APU fire zones, possibly resulting in damage to the airplane and injury to the passengers.
99-19-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires repetitive inspections to detect cracking around certain fastener holes and adjacent areas of the front spar of the horizontal stabilizers; and corrective actions, if necessary. This amendment also requires repetitive x-ray inspections, cold working of certain fastener holes of the front spar of the horizontal stabilizers, and follow-on actions; and installation of new fasteners, which constitutes terminating action for the repetitive inspections required by this AD. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the front spar due to fatigue cracking around certain fastener holes of the front spar of the horizontal stabilizers, which could result in reduced structural integrity of the airplane.
48-05-04: 48-05-04 CESSNA: Applies to 120 and 140 Aircraft. Compliance required by April 1, 1948. "This airplane is to be operated in accordance with the flight limitations of the Operations Manual." This refers to the various Airplane Flight Manuals which are required equipment for landplane, skiplane, and seaplane as listed in Aircraft Specification A-768, item 403 and Note 9, which must be carried in the aircraft at all times. Airplane Flight Manuals may be obtained from Cessna dealers and the Cessna Aircraft Co., Wichita, Kansas. (Cessna Service Letters Nos. 32 and 40 dated February 10 and May 6, 1947, respectively, cover this same subject.)
81-06-05 R1: 81-06-05 R1 BELL: Amendment 39-4063 as amended by Amendment 39-4118. Applies to Model 206L-1 helicopters. Paragraph (a) applies to S/N 45154 through 45448. Paragraph (b) applies to helicopters equipped with the BHT IFR Kit. Compliance is required within the next 50 hours' time in service after the effective date of the AD unless already accomplished. To prevent fires due to fuel/oil lines severed by a disintegrating turbine wheel, accomplish the following: (a) Per the instructions in BHT Alert Service Bulletin No. 206L-80-13, "Modification of Engine Fuel Filter, Associated Fuel Hoses and Freewheeling Oil Hoses," dated February 17, 1980, perform the following modifications: (1) On all affected rotorcraft, relocate the fuel filter from its present position to the specified location on the forward firewall. (2) Replace the aft freewheeling oil hose on all affected rotorcraft except rotorcraft equipped with the BHT IFR Kit. (3) As applicable,replace bleed air tubes to avoid an interference at the new filter location. (b) Per the instructions in BHT Alert Service Bulletin No. 206L-81-19, "Replacement of Freewheeling Aft Oil Vent Hose Assembly, P/N 124F001ABB03 11SS," dated February 24, 1981, replace the aft freewheeling oil hose on all affected rotorcraft equipped with BHT IFR Kit. (c) Any alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. 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 Bell Helicopter Textron, Product Support Department, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas, and at the FAA Headquarters, 800 Independence Avenue, SW., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at their headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. Amendment 39-4063 became effective March 24, 1981. This amendment 39-4118 becomes effective June 1, 1981.
2022-16-03: The FAA is adopting a new airworthiness directive (AD) for certain Continental Aerospace Technologies, Inc. GTSIO-520, IO-346, IO- 470, IO-520, IO-550, LTSIO-520, O-470, TSIO-520, and TSIOL-550 series model reciprocating engines, Lycoming Engines AEIO-320, AEIO-360, AEIO- 540, AIO-320, AIO-360, GO-480, GSO-480, HIO-360, HIO-540, IGO-480, IGO- 540, IGSO-480, IGSO-540, IO-320, IO-360, IO-540, LIO-360, LTIO-540, O- 235, O-320, O-360, O-540, TIGO-541, TIO-360, TIO-540, TIO-541, TVO-435, VO-435, and VO-540 series model reciprocating engines, and Textron Lycoming/Subsidiary of Textron, Inc. IO-720 series model reciprocating engines. This AD was prompted by a report of a manufacturing quality escape of improperly lubricated roller bearings installed in certain magnetos, which may result in overheating and magneto seizure. This AD requires the replacement of affected magneto or inspection of affected magneto and, if no white grease is detected, replacement of magneto components, as applicable, and reassembly of the magneto. The FAA is issuing this AD to address the unsafe condition on these products.
99-19-01: This amendment adopts a new airworthiness directive (AD) that is applicable to Teledyne Continental Motors (TCM) O-470, IO-470, TSIO-470, IO-520, TSIO-520, LTSIO-520, GTSIO-520, IO-550, TSIO-550, and TSIOL-550 series reciprocating engines. This action supersedes priority letter AD 99-09-17 that currently requires a one-time visual and ultrasonic (UT) inspection of the No. 2 and No. 5 crankshaft cheeks for cracks. All crankshafts found with a cracked cheek must be replaced with a serviceable crankshaft prior to further flight. This action adds to the applicability TCM GTSIO-520 series engines and additional engines, identified by serial numbers (S/Ns), of currently affected engine series; references a revised service bulletin that clarifies snap ring installation; increases to 500 hours time-in-service (TIS) the cutoff for engines that require a more immediate inspection; and corrects the contact telephone number for TCM. This amendment is prompted by inspection results from the current priority letter AD. The actions specified by this AD are intended to prevent crankshaft failure due to crankshaft cheek cracks, which could result in total engine power loss, in-flight engine failure, and possible forced landing.
99-18-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 series airplanes, that requires revising the Airplane Flight Manual (AFM) to provide the flightcrew with modified operational procedures to ensure continuous operation with the high pressure cock (HPC) levers in the lockout position. 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 burnout of the engines during flight by ensuring that the HPC levers are in a permanent lockout position.
2014-02-05: We are adopting a new airworthiness directive (AD) for Eurocopter Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, and AS350D1 helicopters. This AD requires measuring the distance between the end of the main rotor collective pitch lever (collective) locking stud (locking stud) and the locking strip and repairing the locking stud if the clearance is insufficient. This [[Page 5252]] AD was prompted by a report that insufficient distance between the locking stud and the locking strip may cause the collective to become inadvertently locked in the low pitch (low) position. The actions of this AD are intended to prevent the collective from becoming inadvertently locked in the low position and subsequent loss of control of the helicopter.
2014-02-02: We are adopting a new airworthiness directive (AD) for Bell Model 206L, L-1, L-3, and L-4 helicopters. This AD requires measuring each main rotor (M/R) blade spar space to determine whether it is oversized and reidentifying the M/R blade and [[Page 5250]] reducing the life limit of the blade if the spar spacer is oversized. This AD was prompted by the manufacture of certain blades with an oversized spar spacer and the determination to reduce the life limits of those blades. The actions of this AD are intended to prevent failure of an M/R blade and subsequent loss of control of the helicopter.
99-18-20: This amendment adopts a new airworthiness directive (AD), applicable to General Electric Company (GE) CF6-50, -80A1/A3, and -80C2A series turbofan engines installed on Airbus A300 and A310 series airplanes, that requires initial and repetitive thrust reverser inspections and checks, and allows extended repetitive inspection intervals if an optional double p-seal configuration is installed. This amendment is prompted by the report of a higher than anticipated center drive unit (CDU) cone brake failure rate which reduces the overall thrust reverser system protection against inadvertent deployment. The actions specified by this AD are intended to prevent inadvertent in-flight thrust reverser deployment, which can result in loss of control of the airplane.
71-07-01: 71-07-01 PRATT & WHITNEY: Amdt. 39-1179 as amended by Amendment 39-1279. Applies to Pratt & Whitney Aircraft JT8D-1, -1A, -7, and -7A turbofan engines using Front Compressor Front Hub Part Nos. 504101 and 515201. Pratt & Whitney Aircraft Alert Service Bulletin No. 2944, Revision No. 5, lists the engine and hub serial numbers affected by this airworthiness directive. The manufacturer's serial numbers described in the applicability statement 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 the referenced Alert Service Bulletin from the manufacturer may obtain copies upon request to Pratt & Whitney, Main Street, East Hartford, Conn. These documents may also be examined at Eastern Region headquarters, JFK International Airport, Jamaica, New York. A historical file on this A.D. which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C.and at the Eastern Region headquarters, Jamaica, New York. Compliance required as indicated on all front compressor front hubs that have accumulated 6000 cycles or more in service. 1. To preclude failure of the front compressor front hub as a result of (a) possible surface defects in the blade slots or (b) possible loss of effectiveness of shotpeening in the blade slots accomplish the following on hubs listed in tables I and II of the above service bulletin. a. Visually inspect, within the next 150 cycles in service and every 150 cycles in service thereafter until the hub is removed, the rear face and overhung shelf of the hub rim for cracks emanating out of the base of the acute corner of the dovetail slots, or b. Inspect with an eddy current probe, within the next 150 cycles in service, unless already accomplished and every 400 cycles in service thereafter until the hub is removed, the rear overhung shelf of the hub rim for cracks emanating out of the base of the acute corner of the dovetail slots, or c. Within the next 150 cycles in service, unless already accomplished and every 1500 cycles in service thereafter, remove all first stage compressor blades and inspect the blade slots of the hub with an eddy current probe for cracks emanating out of the base of the acute corner of the dovetail slots. d. If any crack is found during any of the foregoing inspections replace hub before further flight. e. It is permissible to use any of the three inspection procedures at the end of the preceding inspection period. 2. To preclude failure of the front compressor front hub from lack of shotpeening accomplish the following on hubs listed in table III of the above service bulletin. a. Visually inspect, within the next 150 cycles in service, to determine whether the rim area of the hub has been shotpeened. b. If the inspection confirms that the hub has not been shotpeened then the hub is to be inspected in accordance with paragraphs 1 (a) through (e) of this AD. Upon submission of substantiating data through an FAA Maintenance Inspector by an owner or operator, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, may adjust the compliance time. (Pratt & Whitney Aircraft Alert Service Bulletin No. 2944 Rev. 5 dated 12 August 1971 pertains to this subject.) Amendment 39-1179 was effective March 30, 1971 and was effective upon all recipients of the telegram dated October 16, 1970 which contained this Airworthiness Directive. This amendment 39-1279 is effective September 7, 1971.
2014-01-02: We are adopting a new airworthiness directive (AD) for certain Eurocopter Deutschland GmbH (Eurocopter) Model EC135P2+ and EC135T2+ helicopters. This AD requires inspecting the mechanical air conditioning system compressor bearing block upper bearing (upper bearing) for corrosion, leaking grease, condensation, or water. This AD was prompted by metallic debris from an upper bearing found in the air inlet areas of both engines in a Model EC135P2+ helicopter. The actions of this AD are intended to prevent metallic debris from damaging the engine, causing loss of engine power, and subsequent loss of helicopter control.