Results
81-16-02: 81-16-02 DOWTY ROTOL, LTD.: Amendment 39-4170. Applies to the 7 Dowty Rotol propeller types listed which have Mod. No. (c)VP2833 (Service Bulletin 61-838) or Mod. No. (c)VP2866 (Service Bulletin 61-889) incorporated, as installed on, but not limited to the airplane models shown, and pitch lock cylinders and lock support sleeves, P/N 601027277, held as spares. (Note: This AD does not apply to propellers Serial No. DRG 67/78 and subsequent or any pitch lock assembly having a 3/4 inch white paint spot on the cylinder cover.) Propeller Type Installed Airplane Model R184/4-30-4/50 Grumman G-159 R193/4-30-4/50 & 61 Fairchild F-27A, F, G, and J Fokker F-27 Mks 200, 400, 500 & 600 Fairchild Hiller FH-227 Series R257/4-30-4/60 Fairchild F-27M Fairchild Hiller FH-227 B, C, D & E R209/4-40-4.5/2 YS11 & 11A R245/4-40-4.5/13 GD/Convair 240 with STC # SA1054WE installed GD/Convair 340/440 with STC # SA1096WE installed R259/4-40-4.5/17 GD/Convair 340/440 with STC #SA1096WE installed R179/4-20-4/33 Viscount 810 Series Compliance is required as indicated, unless already accomplished. To prevent cracks in the propeller pitch lock cylinder, accomplish the following one-time only actions: (a) Within the next 1,000 hours time in service after the effective date of this AD, or at the next propeller overhaul, whichever occurs first, inspect the propeller pitch lock cylinder for cracks in accordance with paragraph 2.A., "Accomplishment Instructions," of Dowty Rotol Service Bulletin 61-906, Revision 4, dated June 12, 1980 (hereinafter referred to as service bulletin), or an FAA-approved equivalent, and - (1) If any cracks are found, before further flight, remove the pitch lock cylinder from service and replace it with a crack-free pitch lock cylinder of the same part number, which has been inspected and, if necessary, reworked and reprotected in accordance with paragraphs (b) and (c) of this AD. (2) If no cracks are found, comply with paragraphs (b) and (c) of this AD before further flight. (b) Inspect the chamfer around the snout adjacent to the radius at the base of the bore at the forward end of the pitch lock cylinder in accordance with paragraph 2.A.(5) of the service bulletin, or an FAA-approved equivalent, and - (1) If the chamfer is found to be within the dimensions shown in Figure 2 of the service bulletin, or an FAA-approved equivalent, the pitch lock cylinder may be returned to service. (2) If the chamfer is found to be outside the dimensions shown in Figure 2 of the service bulletin, or an FAA-approved equivalent, rework and reprotect it in accordance with paragraph 2.A.(5) of the service bulletin or an FAA-approved equivalent, before returning the pitch lock cylinder to service. (c) Inspect the large internal chamfer at the rear end of the lock support sleeve, P/N 601027277, in accordance with Paragraph 2.A.(6) of the service bulletin, or an FAA-approved equivalent, and - (1) If the dimensions are found to be within the dimensions shown in Figure 3 of the service bulletin, or an FAA-approved equivalent, the lock support sleeve may be returned to service. (2) If the dimensions are found to be outside the dimensions shown in Figure 3 of the service bulletin, or an FAA-approved equivalent, rework and reprotect the lock support sleeve, P/N 601027277, in accordance with paragraph 2.A.(6) of the service bulletin, or an FAA- approved equivalent, before returning the lock support sleeve to service. (d) Before releasing to service any pitch lock cylinders held as spares, irrespective of part number, inspect them and remove from spares or rework and reprotect, as required, in accordance with paragraphs (a) and (b) of this AD. (e) Before releasing to service any support sleeves, P/N 601027277, held as spares, inspect them and remove from spares or rework and reprotect, as required, in accordance with paragraph (c) of this AD. Upon request of an operator, the Chief, Engineering and Manufacturing Branch, AGL- 210, Federal Aviation Administration, Great Lakes Region, may adjust the compliance time specified in paragraph (a) of this AD provided such requests are made through an FAA maintenance inspector, and the request contains substantiating data to justify the request for that operator. For purposes of this AD, an FAA-approved equivalent must be approved by the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region. The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer may obtain copies upon request to Dowty Rotol, Inc., Staverton West, Sulley Road, Box 5000, Sterling, VA 22170 or Dowty Rotol, Ltd., Cheltenham Road, Gloucester, England GL2 9QH. These documents may also be examined at the Great Lakes Regional Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. This amendment becomes effective July 28, 1981.
2013-01-05: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS350B3 and EC130B4 helicopters. This AD requires revising the Limitations section of the Rotorcraft Flight Manual (RFM) to reduce the starter generator operating current to 180 amperes (amps) and installing a placard in the instrument panel indicating the revised limitation. This AD was prompted by the determination that the manufacturer-installed Aircraft Parts Corporation (APC) starter generator has exceeded the shaft horse power extractions allowed for Turbomeca engines. The actions of this AD are intended to prevent the engine surge margin being reduced, which can result in engine failure.
98-18-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking of the front spar vertical stringers on the wings; and repair, if necessary. This amendment also provides for an optional terminating action for the repetitive inspections. 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 detect and correct fatigue cracking of the front spar vertical stringers on the wings, which could result in reduced structural integrity of the airframe.
90-10-05: 90-10-05 CALIFORNIA DEPARTMENT OF FORESTRY; GARLICK HELICOPTERS; HAWKINS AND POWERS AVIATION, INC.; HERCULES; INTERNATIONAL HELICOPTERS, INC.; OFFSHORE CONSTRUCTION; OREGON HELICOPTERS; PILOT PERSONNEL INTERNATIONAL, INC.; SMITH HELICOPTERS; SOUTHERN AERO CORPORATION; SOUTHWEST FLORIDA AVIATION; AND WEST COAST FABRICATIONS (these helicopters were manufactured by Bell Helicopter Textron, Inc under military contract): Amendment 39-6596. Docket No 89-ASW-52. Applicability: Model UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and TH-1L helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the tail rotor duplex bearing which could result in loss of tail rotor control and subsequent loss of the helicopter, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, determine if the tail rotor gearbox duplex bearing sets, P/N 204-040-424-001, havingthe following serial numbers are installed in the tail rotor gearbox output quill, P/N 204-040-012-009: Serial Numbers 1 thru 182 MB183 thru MB382 MB442 MB486 MB513 MB518 MB519 MB524 MB530 MB531 MB544 MB545 MB548 MB549 MB551 MB553 MB554 MB561 MB659 MB743 MB744 MB760 thru MB769 MB927 thru MB936 If a part with any of the listed serial numbers is installed, replace with a serviceable part before further flight. (b) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the requirements of this AD may be accomplished. (c) An alternate method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, Rotorcraft Directorate, FAA, Southwest Region, Fort Worth, Texas. This amendment (39-6596, AD 90-10-05) becomes effective on June 5, 1990.
2022-09-04: The FAA is superseding airworthiness directive (AD) for 2021- 05-05 which applied to all Airbus Helicopters Model SA-365N1, AS-365N2, AS 365 N3, SA-366G1, EC 155B, and EC155B1 helicopters. AD 2021-05-05 required modifying the helicopter by replacing the tail rotor gearbox (TGB) control shaft guide bushes; repetitive inspections (checks) of the oil level of the TGB and, if necessary, filling the oil to the maximum level; repetitive inspections of the TGB magnetic plug and corrective actions if necessary; repetitive replacements of a certain control rod double bearing (bearing); and modifying the helicopter by replacing the TGB. This AD was prompted by a report where during a landing phase, a helicopter lost tail rotor pitch control, which was caused by significant damage to the TGB bearing. This AD retains some of the requirements of AD 2021-05-05, and reduces the intervals of the magnetic plug inspection, revises the corrective actions if particles are detected, and revises the compliance time for replacement of the affected part, 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.
2013-02-13: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (type certificate previously held by The New Piper Aircraft Inc.) PA-28, PA-32, PA-34, and PA-44 airplanes. This AD was prompted by reports of control cable assembly failures that may lead to failure of the horizontal stabilator control system and could result in loss of pitch control. This AD requires inspections of the stabilator control system and replacement of parts as necessary. We are issuing this AD to correct the unsafe condition on these products.
98-18-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Gulfstream Model G-V series airplanes. This action requires a one-time inspection to measure the clearance between a certain wiring harness and the crew oxygen bottle; corrective actions, if necessary; and eventual relocation of the crew oxygen bottle and rework of the lines and tubing associated with the crew and passenger oxygen bottles. This amendment is prompted by a report indicating that interference between the wiring harness and the crew oxygen bottle was found on a production airplane. The actions specified in this AD are intended to prevent chafing of the wiring harness against the crew oxygen bottle, which could result in electrical shorting and possible fire in the underfloor structure of the airplane.
2006-13-05: We are adopting a new airworthiness directive (AD) that supersedes AD 2005-26-53, which applies to certain Pacific Aerospace Corporation Ltd. (PAC) 750XL airplanes. AD 2005-26-53 currently requires you to insert text into the Limitations Section of the Airplane Flight Manual (AFM) that reduces the maximum takeoff weight from 7,500 pounds to 7,125 pounds. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for New Zealand and the FAA's decision that the actions correct an unsafe condition. Consequently, this AD would require you to remove rivets that have not been fully age hardened and replace them with bolts, washers, and nuts in specific locations where reduction in rivet strength affects overall structural capability. This AD retains the actions of the previous AD until the rivets are replaced with the bolts, washers, and nuts. We are issuing this AD so that wing ultimate load requirements are met. If wing ultimate load requirements are not met, wing failure could result with consequent loss of control of the airplane.
86-11-02: 86-11-02 BRITISH AEROSPACE: Amendment 39-5323. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in any category. To detect overspeeding of the cold air unit, accomplish the following within the next 120 days after the effective date of the AD, or prior to reaching the threshold indicated in each paragraph below, whichever is the later, unless already accomplished: A. Prior to the accumulation of 10,000 flight hours or 8 years in service, whichever is the earlier, and thereafter at intervals not to exceed 3,000 flight hours or 14 months, whichever occurs first, perform a functional test of the cold air unit overheat protection circuits in accordance with paragraph 2.1 of the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 21-A-PM5863, Revision 2, dated June 12, 1984. If found faulty, the overheat protection circuits must be repaired before further flight. B. For aircraft not incorporating Graviner 156D overheat detectors, prior to 300 flight hours after the effective date of this AD, perform a workshop calibration and functional test of the overheat detectors; thereafter, repeat this test at intervals not to exceed 3,000 flight hours or 14 months, whichever occurs first. C. For aircraft incorporating Graviner 156D overheat detectors which have accumulated 7,000 flight hours or 4 years since new or from last calibration, perform a workshop calibration and functional test of the overheat detectors within the next 3,000 flight hours or fourteen (14) months, whichever is the earlier; thereafter, repeat this test at intervals not to exceed 10,000 flight hours or 6 years, whichever occurs first. D. Overheat detectors that do not pass the tests of paragraphs B. or C., above, must be replaced before further flight. E. 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, StandardizationBranch, ANM-113, FAA, Northwest Mountain Region. F. 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 British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents 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. This amendment becomes effective July 3, 1986.
98-18-14: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 757-200 series airplanes. This action requires a one-time detailed visual inspection to detect damage or chafing of certain electrical wire bundles, and to verify adequate clearance exists between the wire bundles and adjacent disconnect bracket; and repair, if necessary. This amendment is prompted by a report indicating that damaged wires caused an electrical short in the electrical panel, which resulted in a shower of sparks from the overhead panel. The actions specified in this AD are intended to prevent failure of essential electrical systems and a potential fire hazard for passengers and crewmembers, due to damage or chafing of electrical wire bundles.
78-14-06: 78-14-06 GULFSTREAM AMERICAN CORPORATION (GAC) (FORMERLY GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39-3261 as amended by amendment 39-3313. Applies to GAC Model G-1159, serial numbers 1 through 229, and 775, airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent cabin window pane failure and possible engine damage, accomplish the following: 1. Prior to the accumulation of 600 landings on any window, or within the next 10 landings after the effective date of this AD, whichever occurs later, accomplish the following: A. Inspect and replace all outer cabin window panes in accordance with GAC Customer Bulletin 270A, dated September 18, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, SouthernRegion. The visual checks for cracks required by Customer Bulletin 270A may be performed by the pilot. The remaining provisions of this AD apply to aircraft with any reduced thickness outer cabin window pane installed with 600 or more landings. B. Restrict airplane operations to a maximum cabin pressure differential of 8.0 psi and install one of the following placards on the instrument panel in full view of the pilot, or in an equivalent location approved by the FAA, utilizing a minimum of 1/8 inch high letters with the wording: 1. "DO NOT EXCEED A MAXIMUM CABIN PRESSURE DIFFERENTIAL OF 8.0 PSI. THE TABLE CONTAINED IN GAAC LETTER DATED JUNE 20, 1978, MAY BE UTILIZED. COMPLY WITH THE INSPECTION REQUIREMENTS OF AD 78-14-06 PRIOR TO EACH FLIGHT." 2. "DO NOT EXCEED A MAXIMUM CABIN PRESSURE DIFFERENTIAL OF 8.0 PSI." C. Incorporate G-1159 Airplane Flight Manual Interim Revision No. 19-5 dated September 21, 1978, in the Basic Airplane Flight Manual dated April 1, 1969. 2. Repeat the inspection and replacement requirements of paragraph (1)(A) of this AD prior to each flight. 3. The inspection requirements and restrictions on operation may be discontinued, and the AFM Interim Revision removed once all affected outer cabin window panes are either replaced with full thickness outer panes identified in accordance with GAC Customer Bulletin 270A dated September 18, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region; or replaced with windows with less than 600 landings. 4. For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from take-off to landing for the airplane type. Alternately, if an operator has recorded pressure cycles, the number of pressure cycles may be used in lieu of landings. Amendment 39-3261 became effective July 20, 1978. This amendment 39-3313 becomes effective October 9, 1978.
78-14-01: 78-14-01 CESSNA: Amendment 39-3259. Applies to those Models 340 (Serial Numbers 340-0301 and up) and 340A (Serial Numbers 340A0001 through 340A0447) airplanes, certificated in all categories, which have Cessna Part Number 9910227-1 or 9910227-2 Optional Storage Cabinet or 9910284-2 Optional Refreshment Center installed. NOTE: When the above-noted cabinet or center is installed, it will be located forward (as related to airplane direction of flight) of the right aft-facing passenger seat and aft of the partition separating the pilot's compartment from the passenger compartment. COMPLIANCE: Required as indicated, unless already accomplished. To assure easy opening of and unobstructed access to the emergency exit during those emergency situations wherein the cabin entrance door cannot be used, within the next 50 hours time-in-service after the effective date of this AD, accomplish the following: A) Relocate Cessna Part Number 9910227-1 or 9910227-2 Optional Storage Cabinet or 9910284-2 Optional Refreshment Center and modify the right aft-facing passenger seat, all in accordance with Cessna Multi-Engine Service Letter Number ME78-18, dated May 22, 1978, and the modification instructions attached thereto, dated May 22, 1978, or later revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on July 13, 1978.
2013-02-04: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc RB211-Trent 970-84, RB211-Trent 970B-84, RB211-Trent 972-84, RB211-Trent 972B-84, RB211-Trent 977-84, RB211-Trent 977B-84 and RB211-Trent 980-84 turbofan engines. This AD requires on-wing inspections of low-pressure turbine (LPT) disk seal fins and interstage seals when post-flight review indicates Engine Health Monitoring (EHM) vibratory maintenance-alert limits were exceeded in flight. The AD also requires in-shop inspections of the LPT disk seal fins and interstage seals to detect cracks or damage and, depending on the findings, accomplishment of corrective action. This AD is prompted by a Trent 900 engine experiencing LPT stage 2 disk interstage seal material loss and increased low-pressure rotor vibration while in flight. We are issuing this AD to prevent cracks in the LPT disk, which could result in uncontained engine failure and damage to the airplane.
93-21-07: 93-21-07 BRITISH AEROSPACE: Amendment 39-8721. Docket 93-NM-11-AD. Applicability: Model BAe 146 series airplanes equipped with a lift spoiler jack, part number P308-45-0002 or P308-45-0102; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the "LIFT SPOILER UNLOCKED" indication system, accomplish the following: (a) At the next scheduled maintenance inspection of the lift spoiler configuration warning microswitches, but no later than 15 months after the effective date of this AD, perform a functional test of the lift spoiler configuration warning microswitches in accordance with British Aerospace BAe 146 Inspection Service Bulletin S.B.27-137, dated November 17, 1992. (1) If all of the configuration microswitches operate properly, prior to further flight, no further action is required by this AD. However, entries in the airplane maintenance records that are to be transferred with the airplane must indicate the serial number of each affected lift spoiler jack. (2) If any configuration microswitch fails to operate properly, prior to further flight, replace the lift spoiler jack spindle with a jack on which the actions described in the service bulletin have been accomplished. Entries in the airplane maintenance records that are to be transferred with the airplane must indicate the serial number of each affected lift spoiler jack. (b) As of the effective date of this AD, no person shall install on any airplane a lift spoiler jack on which the actions described in British Aerospace BAe 146 Inspection Service Bulletin S.B.27-137, dated November 17, 1992, have not been accomplished. (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, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (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 test shall be done in accordance with British Aerospace BAe 146 Inspection Service Bulletin S.B.27-137, dated November 17, 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 AVRO International Aerospace, Incorporated, 22111 Pacific Boulevard, Sterling, Virginia 20166. Copies may be inspected at the 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 December 13, 1993.
2008-22-23: We are adopting a new airworthiness directive (AD) for the product 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: In-flight engine shutdown incidents have been reported on aircraft equipped with TAE 125-02-99 engines. Preliminary investigations showed that it was mainly the result of cracked disc springs in the clutch. This AD requires actions that are intended to address the unsafe condition described in the MCAI, which could result in engine in-flight shutdown and the subsequent loss of control of the airplane. DATES: This AD becomes November 19, 2008. The Director of the Federal Register approved the incorporation by reference of TAE Service Bulletin TM TAE 125-1006 P1, Revision 1, dated May 30, 2008, listed in the AD as of November 19, 2008. We must receive comments on this AD by December 4, 2008.
72-15-01: 72-15-01 HAWKER SIDDELEY AVIATION LTD.: Amendment 39-1483. Applies to deHavilland "Heron" Model DH-114 airplanes. To prevent a possible failure of the wing to fuselage attachment, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with one of the AD's specified in subparagraph (a)(4), comply with subparagraphs (a)(1), (a)(2), and (a)(3), and thereafter comply with subparagraph (a)(2) at intervals not to exceed six years from the last inspection and with (a)(3) at intervals not to exceed 4,500 hours' time in service from the last inspection. (1) Inspect the bore of the wing main spar lower pick-up fittings for chrome plating in accordance with Appendix 1 of Hawker Siddeley Aviation Limited Technical News Sheet, Series: Heron (114) No. W. 17, Issue 1, dated July, 7, 1970, or an FAA-approved equivalent. If a bore is found to be chrome plated, before further flight, replace the affected fitting with a serviceable fitting that does not have a chrome plated bore. (2) Inspect the wing main spar lower pick-up fittings, the fuselage center section spar boom lugs, and the main wing to fuselage lower attachment bolts for corrosion, surface roughness, and signs of fretting in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: Heron (114), No. W. 9, Issue 5, dated July 12, 1971, or an FAA-approved equivalent. (3) Inspect the total length of the bore of the wing main spar lower pick-up fittings for cracks in accordance with Appendix 2 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: Heron (114), No. W.9 (referred to above), or on FAA-approved equivalent. Eddy Current equipment, of a manufacture not specified in the referenced service bulletin, may be used to comply with this subparagraph, if the equipment meets the sensitivity requirement contained in the referenced service bulletin, the equipment is suitable for inspection of ferrous materials, and the procedure used to operate the equipment complies with the equipment manufacturer's recommended operating instructions. (4) Previous AD's on this same subject which may be used in establishing compliance with the initial inspection specified in paragraph (a) are: AD 70-15-11, Amendment 39-1041 issued July 13, 1970, as amended by Amendment 39-1186 issued March 31, 1971; AD 70-12-09, Amendment 39-1010, dated June 8, 1970; AD 70-05-04, Amendment 39-948, dated May 28, 1970; and the telegraphic AD's dated May 28, 1970, and June 11, 1970. (b) Each time the wing to fuselage lower joint is reassembled after any inspection required by this AD or for any other reason, apply corrosion protection in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: Heron (114) No. W. 9 (referred to above), or an FAA-approved equivalent. (c) If during the inspections required by subparagraphs (a)(2) or (a)(3), corrosion, pitting, fretting, or corrosion discoloration is found which cannot be removed using the procedures in Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheets, Series: Heron (114), No. W. 9 (referred to above), or an FAA-approved equivalent, or if cracks are found in the wing main spar pick-up fitting bore, before further flight, replace the affected part with a serviceable part of the same part number except as provided in paragraphs (d), (e) and (f) of this AD. (d) If during the inspections required by paragraph (a), the following obsolete main wing to fuselage lower attachment bolts are found, before further flight, replace the obsolete bolts with the appropriate replacement bolts listed below: Obsolete Bolt P/Ns Replacement Bolt P/Ns 14.FS.15 14FS.6669 14.FS.3985 14FS.6669 14.FS.6399 14FS.6669 14.2FS.1555 14.2FS.575 RD.14W.173ND RD.14FS.274 RD.14W.175ND RD.14FS.275 RD.14FS.262 RD.14FS.271 RD.14FS.259 RD.14FS.272 RD.14FS.260 RD.14FS.273 RD.14FS.165 RD.14FS.273 (e) If during the inspections required by paragraph (a), the following obsolete main wing to fuselage lower attachment bolts are found, before further flight, ream the wing center section spar boom lugs and main spar lower pick-up fittings in accordance with Hawker Siddeley Repair Drawings RD.14FS.263 and RD.14FS.270 or FAA-approved equivalents and replace the obsolete bolts with the appropriate replacement bolts listed below: ObsoleteBolt P/Ns Replacement Bolt P/Ns RD.14FS.254 RD.14FS.271 RD.14FS.232 RD.14FS.272 RD.14FS.223 RD.14FS.273 (f) If during the inspections required by paragraph (a), main wing to fuselage lower attachment bolts are found which are other than those listed as either obsolete or replacement bolts in paragraphs (c) and (d), before further flight, report the part number for the installed bolts to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region to obtain the identification of the required replacement bolts (reporting approved by the Bureau of the Budget under BOB No. 04.R 0174). Upon receipt of notice giving the part number of the required replacement bolts, install the replacement bolts specified in the notification. This amendment supersedes Amendment 39-1041 (35 F. R. 11554), AD 70-15-11 as amended by Amendment 39-1186 (36 F.R. 5967). This amendment becomes effective July 11, 1972.
98-10-09: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-10-09 which was sent previously to all known U.S. owners and operators of Eurocopter France Model SA.315B, SA.316B, SA.316C, SA.319B, and SE.3160 helicopters by individual letters. This AD requires an initial and recurring inspections of the blade spar for cracks. This amendment is prompted by an accident in which a Model SA.315B helicopter lost a main rotor blade. The cause of the blade failure was fatigue cracking. This condition, if not corrected, could result in separation of a blade and subsequent loss of control of the helicopter.
2013-02-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports from the manufacturer that center overhead stowage (COS) boxes could fall from their supports under forward load levels less than the 9 g forward load requirements as defined by certain regulations. This AD requires modifying COS boxes by installing new brackets, stiffeners, and hardware as needed. We are issuing this AD to prevent detachment of COS boxes at forward load levels less than 9 g during an emergency landing, which would cause injury to passengers and/or crew, and could impede subsequent rapid evacuation.
76-01-08: 76-01-08 PRATT & WHITNEY AIRCRAFT: Amendment 39-2492 as amended by Amendment 39-2603. Applies to all Pratt & Whitney Model JT4A turbojet engines containing tenth stage compressor blades, P/N 499710 and P/N 310010. To prevent possible tenth stage compressor blade failure resulting in case penetration, shotpeen the blades in accordance with JT4A Overhaul Manual, P/N 384887, Section 72-36-1, and apply antigalling compound in accordance with TR 72-617, of JT4A Overhaul Manual P/N 384887, in accordance with the following schedule: 1. Within 4000 hours time in service since the last shotpeening to 6A intensity or within 2000 hours time in service since January 28, 1976, whichever is later, and every 4000 hours time in service thereafter. 2. Within 6000 hours time in service since the last shotpeening to 11A intensity or 2000 hours after January 28, 1976, whichever is later and every 6000 hours time in service thereafter. 3. Blades that have never been shotpeened must be shotpeened within 2000 hours time in service since January 28, 1976, and are subsequently subject to the repetitive shotpeening requirements of paragraphs 1 and 2. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the repetitive shotpeen 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 that operator. 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 Pratt & Whitney Aircraft, Division of United Aircraft Corporation, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at New England Region. Amendment 39-2492 became effective on January 28, 1976. This amendment 39-2603 becomes effective May 20, 1976.
98-18-02: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Industrie Model A300-600 series airplanes, that currently requires inspections to detect cracks in the center spar sealing angles adjacent to the pylon rear attachment and in the adjacent butt strap and skin panel, and correction of discrepancies. This amendment requires that the initial inspections be accomplished at reduced thresholds. This action also limits the applicability of the existing AD. This amendment is prompted by reports of cracking in the vertical web of the center spar sealing angles of the wing. The actions specified by this AD are intended to prevent crack formation in the sealing angles; such cracks could rupture and lead to subsequent crack formation in the bottom skin of the wing, and resultant reduced structural integrity of the center spar section of the wing.
82-22-05: 82-22-05 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4478. Applies to Model AS332C/AS332L series helicopters certificated in all categories that are equipped with main rotor spindles P/N 330A31.1122.09 and .10. Compliance is required as indicated. To detect fretting corrosion and to prevent possible cracking of the main rotor head spindle yoke lugs, accomplish the following: (a) Prior to the first flight of each day following the effective date of the AD, accomplish a visual inspection in accordance with Aerospatiale AS332 Service Bulletin No. 05.02, paragraph 1C(2)(a) or equivalent approved by the Manager, FAA, Europe, Africa and Middle East office. (b) Within the next 25 hours' time in service following the effective date of this AD, unless already accomplished, check the torque of the flap hinge pin nut in accordance with Aerospatiale AS332 Service Bulletin No. 05.02, paragraph 1C(1)(a) or an equivalent approved by the Manager, FAA, Europe, Africa and Middle East office. Thereafter, at intervals not to exceed 25 hours' time in service since the last inspection, accomplish the inspection in accordance with Aerospatiale AS332 Service Bulletin No. 05.02, paragraph 1C(1)(c) or an equivalent approved by the Manager, FAA, Europe, Africa and Middle East office. (c) Within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' total time in service, inspect the spindle yoke lug in accordance with Aerospatiale AS332 Service Bulletin No. 05.02, paragraph 1C(2)(b) or an equivalent inspection approved by the Manager, FAA, Europe, Africa and Middle East office. NOTE: (1) For spindles having 90 hours' or more time in service, accomplish the inspection of paragraph (c) of this AD within 10 hours' additional time in service following the effective date of this AD. (2) For spindles having less than 90 hours' time in service, accomplish the inspection of paragraph (c) of this AD prior to attaining 100 hours' total time in service. (d) In addition to the inspection instructions noted in paragraphs (a), (b) and (c) of this AD, the service life limit of the main rotor hub spindles, PN 330A31.1112.09 and .10 is effectively reduced from 1500 hours' to 300 hours' total time in service. For spindles with more than 300 hours' time in service on the effective date of this AD, remove from service prior to attaining an additional 25 hours' time in service. (e) The collective pitch limit in level flight specified in the Rotorcraft Flight Manual, Section 2-1, paragraph 15, is reduced from 16.5 degrees to 16 degrees or less and the airspeed is limited to IAS = 131 KT (243 KM/HR). The following placard must be installed adjacent to the pilot and copilot airspeed indicators. The placard must be within sight of and readable by the pilot and copilot. EXCEPT IN CASE OF EMERGENCY, COLLECTIVE PITCH IN LEVEL FLIGHT IS LIMITED TO 16 DEGREES AND THE AIRSPEED IS NOT TO EXCEED THE FOLLOWING LIMITS: HP A/S KTS IAS SL 131 1000 128 2000 126 3000 124 4000 120 5000 116 7000 108 9000 96 11000 85 13000 71 This amendment becomes effective November 11, 1982.
2013-02-03: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-Trent 970-84, 970B-84, 972-84, 972B-84, 977- 84, 977B-84, and 980-84 turbofan engines. This AD requires replacement of the fuel oil heat exchanger (FOHE). This AD was prompted by a report of an in-flight increase of N2 intermediate pressure rotor vibrations resulting in an engine surge and pilot shut down of the engine. We are issuing this AD to prevent rotor bearing oil starvation, uncontained engine failure, and damage to the airplane.
90-20-05: 90-20-05 CHRISTEN INDUSTRIES, INC: Amendment 39-6741. Docket No. 90-CE-30-AD. Applicability: Model A-1 (Husky), (Serial Numbers 1001 thru 1125) airplanes, certificated in any category. Compliance: Required as indicated unless already accomplished. To prevent failure of the forward seat back, which could result in loss of control of the airplane, accomplish the following: (a) Within the next 25 hours time-in-service (TIS) after the effective date of this AD, visually inspect both sides of the front seat back for cracks using a 10x glass on the weld area where the diagonal support tube Part Number (P/N) 35039-008 is attached to the back support tube P/N 35034-005. (1) If no cracks are found, reinspect this welded area at intervals of 25 hours TIS thereafter. (2) If cracks are found, prior to further flight modify the seat by the installation of the seat reinforcement kit as specified in Christen Industries Inc., Service Bulletin No. 2, dated July 25, 1990. (b) Within the next 100 hours TIS after the effective date of this AD, unless accomplished per the instructions in paragraph (a) (2) of this AD, modify the airplane by installing the seat reinforcement kit as specified by Christen Industries Inc., Service Bulletin No. 2, dated July 25, 1990. The inspections required by paragraph (a) of this AD are no longer required when the airplane has been modified with the seat reinforcement kit. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (d) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Denver Aircraft Certification Field Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Denver Aircraft Certification Field Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Christen Industries, Inc., P.O. Box 547, Afton, Wyoming 83110, Telephone (307) 886- 3151, or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6741, AD 90-20-05) becomes effective on October 15, 1990.
98-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that requires repetitive inspections to detect fatigue cracking of certain fuselage skin panels, and repair, if necessary. For certain airplanes, this amendment also provides for an optional preventative modification, which, if accomplished, would terminate the repetitive inspections. This amendment is prompted by reports of fatigue cracking of certain fuselage skin panels. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in reduced structural integrity of the airplane, and consequent loss of pressurization.
92-03-04: 92-03-04 BRITISH AEROSPACE, LIMITED: Amendment 39-8159. Docket No. 91-CE-62-AD. Applicability: Jetstream Model 3201 Airplanes (serial numbers 790 through 922), certificated in any category. Compliance: Upon the accumulation of 6,000 landings, or within the next 1,000 landings after the effective date of this AD, whichever occurs later, unless already accomplished. NOTE: If no record of landings is maintained, hours time-in-service (TIS) may be used with one hour TIS equal to two landings. For example, 100 hours TIS is equal to 200 landings. To prevent fatigue failure of the wing structure, accomplish the following: (a) Modify the 5/16 inch diameter bolt holes around the periphery of the three fuel tank access panels on the wing main spar webs between Wing Station (WS) 36 and WS 83 in accordance with the ACCOMPLISHMENT INSTRUCTIONS of BAe Service Bulletin 57-JM 8160, Revision 1, dated August 23, 1991. (b) If the modification required by paragraph (a) of this AD has been accomplished in accordance with the original issue of BAe Service Bulletin 57-JM 8160, dated June 19, 1991, then no further action is required by this AD. (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) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, Middle East office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (e) The modification required by this AD shall be done in accordance with British Aerospace Service Bulletin 57-JM 8160, Revision 1, dated August 23, 1991, or British Aerospace Service Bulletin 57-JM 8160, dated June 19, 1991. 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 British Aerospace, Manager Product Support, Commercial Aircraft Limited, Airlines Division, Prestwick Airport, Ayrshire, KA9 2RW Scotland; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, DC, 20041. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. (f) This amendment (39-8159, AD 92-03-04) becomes effective on February 28, 1992.