Results
84-24-53 R1: 84-24-53 R1 EMBRAER: Amendment 39-4975. Applies to Models EMB-110P1 and EMB- 110P2 airplanes certificated in any category. Compliance: Required within the next ten (10) hours time-in-service, unless previously accomplished within the last fifty (50) hours time-in-service. To preclude possible structural failure of the empennage assembly, accomplish the following: (a) Unless the structural reinforcements and rivet replacements specified in paragraphs (d) and (e) of AD 83-14-09 (Amendment 39-4692) have already been accomplished, repeat the inspections of the horizontal stabilizer front attachment and fuselage bulkhead 33 area in accordance with paragraph (a) of AD 83-14-09. (b) If loose rivets or cracks of any length are found during the inspections required by paragraph (a), prior to further flight, replace the rivets in accordance with paragraph (b) of AD 83- 14-09 and repair the cracks in accordance with paragraph (c)(2) of AD 83-14-09 notwithstanding the three inch crack criteria of that paragraph. (c) Visually inspect the following components for loose attachments, excessive wear, corrosion, cracks and structural deformation: (1) Forward horizontal stabilizer attachment, including the fuselage and stabilizer attach fittings and attachment hardware. (2) Aft horizontal stabilizer attachment, including the fuselage and stabilizer attach fittings, attach links and all attachment hardware. (3) All elevator to stabilizer hinge fittings, including all bearings/bushings and attachment hardware. (4) Security of elevator mass balance weight assemblies. (5) Left and right elevator Bellcrank assemblies and attachment hardware. (6) Left and right elevator torque tube assemblies and all attachment hardware. (7) Elevator trim tab hinges. (8) Elevator trim tab actuator, bearings, push rod assembly and all attachment hardware. (9) Elevator trim tab free play, measured at the trailing edge, shouldnot exceed airplane maintenance manual limits. (d) Prior to further flight, correct any unsatisfactory conditions found as a result of the inspections required by paragraph (c) in accordance with the airplane maintenance manual. (e) Report any unsatisfactory conditions, within 24 hours, to the FAA, Airframe Branch, Atlanta Aircraft Certification Office; Telephone (404) 763-7407. (Reporting authorized by OMB clearance number 21200056.) (f) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (g) An equivalent means of compliance with this AD may be used if approved by the Manager, FAA, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337. This amendment becomes effective on January 17, 1985, to all persons except those to whom it has already been made effective immediately by telegraphic AD T84-24-53 issued December 9, 1984.
75-01-01: 75-01-01 PRATT & WHITNEY AIRCRAFT: Amendment 39-2055 as amended by Amendment 39-2358. Applies to all Pratt & Whitney JT8D-1, -1A, -7, and -7A model turbofan engines. Compliance required as indicated. To prevent failure of the low turbine shaft spline accomplish the following: 1. Remove from service thin wall low turbine shafts not incorporating Pratt & Whitney Aircraft Service Bulletin 2452 (P/Ns 479796, 493412, 511215, 524958, 528365, 528366, 538951, 540354, 540355, 540452, 562503, 562504, 576305, 576312, 576313, 576314, and 587879) prior to the accumulation of 6700 cycles in service since new, or within the next 2000 cycles in service after January 8, 1975, whichever is later. 2. Inspect thin wall low turbine shafts incorporating Pratt & Whitney Aircraft Service Bulletin 2452 (P/Ns 540354-S/B2452, 540355-S/B2452, 540452-S/B2452, 676276, 676277, 676278, 676279, 676280, 676282, 676283, 676284, 676285, 676286, and 676287) for cracked splines in accordance with thePratt & Whitney Service Bulletin 2452, Revision 10, or later FAA approved revision, or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region, prior to the accumulation of 6700 cycles in service since last inspection or within the next 2000 cycles in service after January 8, 1975, whichever is later, unless already accomplished in accordance with Pratt & Whitney Service Bulletin No. 2452, Revision No. 10, or in accordance with the eddy current inspection of Pratt & Whitney Service Bulletin No. 2452, Revision Nos. 5 thru 9. Inspect thereafter at intervals not to exceed 6700 cycles in service from the last inspection. Remove shafts with cracks from service before further flight. 3. Inspect all No. 2 compressor hub splines plated per Pratt & Whitney Service Bulletins 2964 and 4193, in accordance with Pratt & Whitney Alert Service Bulletin 4357, Paragraphs IV.D.2 and IV.D.3, or later FAA approved revision, as applicable, when the low turbine shafts are removed or inspected in accordance with Paragraph 1 or 2 above. Remove hubs with plate peeling from service before further flight. 4. Inspect nonplated titanium No. 2 compressor hub splines, run with low turbine shafts requiring inspection under Paragraphs 1 or 2 of this AD, for taper wear in accordance with Pratt & Whitney JT8D manual, P/N 481672, Revision 76, Section 72-33-6, or later FAA approved revision, prior to the accumulation of 6700 cycles in service or within the next 2000 cycles in service after January 8, 1975, whichever is later, unless already accomplished. Inspect thereafter at intervals not to exceed 6700 cycles in service since last inspection. Remove hubs with taper wear in excess of .010 inch from service before further flight. The manufacturer's service bulletins 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, 400 Main Street, East Hartford, Ct. 06108. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, MA 01803, and at Federal Aviation Administration Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the Federal Aviation Administration at its headquarters in Washington D.C., and at the New England Regional Office in Burlington, MA. Upon submission of substantiating data through an FAA maintenance inspector by an owner or operator, the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the compliance time. NOTE: Pratt & Whitney Alert Service Bulletin 4357 pertains to this subject. Amendment 39-2055 became effective January 8, 1975. This amendment 39-2358 becomes effective September 17, 1975.
2017-25-05: We are superseding Airworthiness Directive (AD) 2012-23-10, which applied to all Airbus Model A318 series airplanes; Model A319 series airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2012-23-10 required modifying the affected slide rafts. This AD retains the requirements of AD 2012-23-10. This AD also requires replacing each escape slide pack assembly having a certain part number with a new escape slide pack assembly. This AD was prompted by reports of the escape raft inflation system not deploying when activated due to the rotation of the cable guide in a direction that resulted in jamming of the inflation control cable. We are issuing this AD to address the unsafe condition on these products.
2017-25-06: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318 and A319 series airplanes; Model A320-211, -212, - 214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, - 211, -212, -213, -231, and -232 airplanes. This AD was prompted by reports of a vertical strut penetrating through the cabin floor during an emergency water landing and on airframe ground contact at certain speeds/accelerations. This AD requires modification of the fuselage structure at a certain frame. We are issuing this AD to address the unsafe condition on these products.
2002-04-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 series airplanes; Model MD-88 airplanes; and Model MD-90 airplanes, that currently requires a visual check to determine the part and serial numbers of the upper lock link assembly of the nose landing gear (NLG); repetitive inspections of certain upper lock link assemblies to detect fatigue cracking; and modification of the NLG. The existing AD also provides for terminating action for the repetitive inspections. This amendment requires, among other actions, expanding the applicability of the existing AD, revising compliance times; and adding new inspection requirements. This amendment is prompted by a report indicating that an NLG upper lock link fractured prior to landing and jammed against the NLG shock strut, restricting the NLG from fully extending. The actions specified by this AD are intended to prevent the upper lock link assembly fromfracturing due to fatigue cracking, and the NLG consequently failing to extend fully; this condition could result in injury to passengers and flight crew, and damage to the airplane.
2023-04-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a determination that the surface protection is missing between certain aluminum brackets and the struts to which they are attached in the flight deck air distribution system. This AD requires applying surface protection to the affected aluminum brackets and struts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits modifying an airplane using certain service information. The FAA is issuing this AD to address the unsafe condition on these products.
2017-25-03: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by a report of sparks and an electrical smell on the flight deck of a Model F28 Mark 0070 airplane. We are issuing this AD to address the unsafe condition on these products.
2002-04-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 F4-605R airplanes, that requires installation of external doublers at frames 29 and 33. The actions specified by this AD are intended to prevent fatigue cracking of certain circumferential joints, which could result in reduced structural integrity of the fuselage in the vicinity of the upper deck cargo door.
2002-03-09: This amendment adopts a new airworthiness directive (AD), that is applicable to Honeywell International Inc. (formerly AlliedSignal Inc. and Textron Lycoming) LTS101 series turboshaft and LTP101 series turboprop engines. This amendment requires a one-time visual inspection for surface finish and a one-time fluorescent penetrant inspection for cracks of certain impellers installed on LTS101 series turboshaft and LTP101 series turboprop engines. This amendment is prompted by a report of a machining discrepancy that may have occurred during manufacture of the affected impellers. The actions specified by this AD are intended to prevent impeller failure from cracks in the impeller back face area, which could result in an uncontained engine failure.
2023-04-04: The FAA is superseding Airworthiness Directive (AD) 2020-15- 20, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2020-15-20 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2020-15- 20 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations, 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.
2002-03-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-400 series airplanes, that requires a modification and a replacement affecting the fuel tanks in the wings. All affected airplanes require modification of the clearance of the fuel tank vent lines to the left and the right wing fuel tanks. Some affected airplanes also require replacement of three existing fuel probes from the center fuel tank on the left and right wings with new production fuel probes. This action is prompted by mandatory continuing airworthiness information from a foreign airworthiness authority. The actions specified by this AD are necessary to prevent inadequate clearance between the fuel tank vent lines and the adjacent rib structures of the wings or failure of certain temporary, reworked fuel probes in the center fuel tanks in the wings. Either condition could compromise the airplane's lightning protection system, possibly resulting in a fire or explosion if the airplane were hit by lightning. This action is intended to address the identified unsafe condition.
2002-03-13: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-60, SD3-60 SHERPA, and SD3-SHERPA series airplanes, that requires a one-time inspection of the wiring harness and power cables of the heated windshield to detect inadequate clearance, inadequate support, or chafing. This amendment also requires corrective action (including re-routing for adequate clearance or replacing damaged cables, as applicable), if necessary. The actions specified by this AD are intended to prevent chafing or damage of the power cables of the heated windshield, which could cause arcing and result in smoke and fire in the cockpit. This action is intended to address the identified unsafe condition.
60-03-09: 60-03-09 VICKERS: Amdt. 97 Part 507 Federal Register February 3, 1960. Applies to All Viscount 745D and 810 Aircraft. Compliance required as indicated. Failures of the main landing gear uplock lever, which prevent extension of the landing gear with the landing gear retracted, have resulted in wheels up landings. Investigation of these incidents disclosed that failures were caused by overloading of the uplock mechanism due to incorrect rigging. To preclude further failures of the uplock lever, the following must be accomplished. (a) Within the next 50 flights* and every 50 flights thereafter, conduct visual "in situ" inspection of all unmodified main landing gear uplock levers for cracks and loose or failed rivets in accordance with ACTION paragraph 1, PTL 213, Issue 3 (for 745D) or ACTION paragraph 1, PTL 79, Issue 2 (for 810). Levers with cracks or loose rivets must be replaced or repaired in accordance with the manufacturer's instructions. (b) Within next 500 flights determine that adjustment of the uplock mechanism is such that compression spring does not bottom at any time during operating cycle, in accordance with numbered paragraphs 5, TNS 223, Issue 2 (for 745D), or numbered paragraph 5, TNS 82, Issue 2 (for 810.) (c) Remove and inspect uplock levers for cracks, loose rivets, distortion or misalignment in accordance with ACTION paragraphs 2 through 5 of PTL 213, Issue 3. Any lever with loose or failed rivets, cracks, or misalignment in excess of 0.03 inch must be replaced or repaired in accordance with manufacturer's instructions. This inspection shall be accomplished when the levers have reached the following lives and every 500 flights thereafter. (1) New levers, unreinforced (P/N 74450, sheet 15, 70150 sheet 53 or 59, and 70152-1491); 2,500 flights. (2) Levers which were free of cracks and reinforced after a period in service, in accordance with either Fig. 1 or 2, PTL 213, Issue 3 (for 745D); or Fig. 1or 2, PTL 79, Issue 2 (for 810); or Capital Airline drawing V.20132, revisions B or C, or scheme contained in Vickers cable S.S. 4939 dated April 10, 1959: 2,000 flights after reinforcement. (3) New levers reinforced before initial installation in accordance with any plan in preceding paragraph: 4,500 flights. (d) Prior to August 1, 1961, incorporate the following parts or equivalent in the main landing gear uplock mechanism in accordance with Vickers modification Bulletin D.2954 and FG.1745, Issue 2: (1) Strengthened steel uplock lever. (2) Spring loaded actuating rod. (3) Hydraulic release for uplock. The inspections required by (a), (b), and (c) are no longer require after accomplishing this modification. (Vickers-Armstrongs Co. PTL 213, Issue 3 (for 745D); PTL 79, Issue 2 (for 810); TNS 223, Issue 2 (for 745D) and TNS 82, Issue 2 (for 810) cover the same subject. Revised August 1, 1960. * This will require operators to maintain a record of flights to ascertain compliance with this AD. If past records are unavailable, the number of flights prior to this AD may be estimated.
87-17-10: 87-17-10 GENERAL DYNAMICS (Convair): Amendment 39-5715. Applies to Models 340, 440, and C-131 (Military) series airplanes, including all such model airplanes converted to turbo- propeller power, equipped with main landing gear drag strut pivot bolt assembly Part Numbers (P/N) 340-5110105, or 340-5110105-1, or 340-5110105-3, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the main landing gear drag strut pivot bolt and possible subsequent main landing gear collapse, accomplish the following: A. Within 500 hours time-in-service after the effective date of this AD, inspect the main landing gear drag strut pivot bolt assembly P/N 340-5110105 or 340-5110105-1 or 340- 5110105-3, using magnetic particle inspection procedures, in accordance with Paragraph 2., "Accomplishment Instructions" of General Dynamics, Convair Division, Service Bulletin 640(340D)32-14, dated October 10, 1986, or later revisions approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. 1. If no cracks are found, reinstall the bolt and repeat the bolt inspection in accordance with paragraph A., above, at intervals not to exceed 500 hours time-in-service since last bolt inspection. 2. If any crack is found, prior to further flight replace main landing gear drag strut pivot bolt assembly with P/N 340-5110105, 340-5110105-1, 340-5110105-3, 340- 5110105-5, or equivalent approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. a. If a new P/N 340-5110105 or 340-5110105-1 main landing gear drag strut pivot bolt assembly is used as a replacement, repeat the bolt inspection in accordance with paragraph A., above, within 3,000 hours time-in-service after bolt installation and thereafter at intervals not to exceed 500 hours time-in-service since last bolt inspection. b. If a new main landing gear drag strut pivot bolt assembly P/N 340-5110105-3 is used as a replacement part, repeat bolt inspection in accordance with paragraph A., above, within 8,000 hours time-in-service after bolt installation and thereafter at intervals not to exceed 500 hours time-in-service since last bolt inspection. c. Installation of main landing gear drag strut pivot bolt assembly P/N 340-5110105-5 constitutes terminating action for the repetitive inspections required by this AD. B. Upon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. C. Alternate means of compliance which provide an acceptable level of safety, may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to a base 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 the General Dynamics, Convair Division, P.O. Box 85377, San Diego, California 92138, Attn: Chief, Aircraft Logistical Support, Mail Zone 92-2920. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at FAA, Western Aircraft Certification Office, 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective September 24, 1987.
2017-25-01: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318 series airplanes; Model A319 series airplanes; and Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes. This AD was prompted by a report indicating that the lower rib foot angle of the center wing box did not match with the bottom skin panel inner surface. This AD requires repetitive inspections for cracking of the external bottom skin in certain areas on the left and right wings, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2002-03-04: This amendment adopts a new airworthiness directive (AD) that applies to all Pilatus Britten-Norman Limited (Pilatus Britten-Norman) BN-2, BN-2A,BN-2B, BN-2T, and BN2A MK. III series airplanes. This AD requires you to replace the emergency exit window sealant. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to correct the problems with emergency exit windows failing to open. Such failure could lead to the inability to exit the airplane in an emergency.
2002-03-10: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes, that requires repetitive inspections to detect cracking of the oleo strut of the nose landing gear (NLG), and corrective actions if necessary. This AD also provides for optional terminating action for the repetitive inspections. This action is necessary to detect and correct fatigue cracking of the oleo strut of the NLG, which could result in failure of the NLG. This action is intended to address the identified unsafe condition.
93-05-09: 93-05-09 ALLIED-SIGNAL INC., GARRETT ENGINE DIVISION: Amendment 39-8560. Docket No. 93-ANE-05. Supersedes AD 87-19-02, Amendment 39-5707, and priority letter AD 91-04-02, issued February 8, 1991. Applicability: Allied-Signal Inc., Garrett Engine Division, Model TPE331-1, -2, -2UA, -3U, -3UW, -5, -5A, -5AB, -5B, -6, and -6A turboprop and Model TSE331-3U turboshaft engines containing third stage turbine stator assemblies Part Number (P/N) 868379-1, -3, or -5. These engines are installed on but not limited to: Mitsubishi MU-2B series (MU-2 series); Construcciones Aeronauticas, S.A. (CASA) C-212 series; Fairchild SA226 series (Swearingen Merlin and Metro series); Prop-Jets, Inc. Model 400; Twin Commander 680 and 690 (Jetprop Commander); Rockwell Commander S-2R; Shorts Brothers and Harland, Ltd. SC7 (Skyvan); Dornier 228 series; Beech 18 and 45 series and Models JRB-6, 3N, 3NM, 3TM, and B100; Pilatus PC-6 series (Fairchild Porter and Peacemaker); De Havilland DH 104 series 7AXC (Dove); Ayres S-2R series; Grumman American G- 164 series; and Schweizer G-164 series airplanes; and Sikorsky S-55 series (Helitec Corp. S55T) helicopters. Compliance: Required as indicated, unless accomplished previously. To prevent an uncontained failure of the third stage turbine wheel, accomplish the following: (a) If the cycles in service (CIS) since new or rework of third stage turbine stator assemblies, P/N 868379-1 and -3, are unknown, convert hours time in service (TIS) to CIS by multiplying the hours TIS since new or rework upon receipt of this AD by 1.5 to get CIS since new or rework on the effective date of this AD. (b) Replace third stage turbine stator assemblies, P/N 868379-1 and -3, with new or reworked assemblies in accordance with the applicable Allied-Signal Inc., Garrett Engine Division, Engine Maintenance Manual, and the following schedule, based upon CIS: CIS since New or Rework on the effective date of this AD Replacement Schedule CIS unknown Replace within 50 CIS after the effective date of this AD. 5500 or more CIS Replace within 50 CIS after the effective date of this AD. 4000 to 5499 CIS Replace within 200 CIS after the effective date of this AD, but not more than 5550 CIS since new or rework, whichever occurs first. 3200 to 3999 CIS Replace within 400 CIS after the effective date of this AD, but not more than 4200 CIS since new or rework, whichever occurs first. Less than 3200 CIS Replace prior to accumulating 3600 CIS since new or rework. (c) During access to the third stage turbine stator assembly as required in paragraph (b) of this AD, remark all third stage turbine stator assemblies P/N 868379-1 as third stage turbine stator assemblies P/N 868379- 3, in accordance with the Accomplishment Instructions of Garrett Turbine Engine Company Alert Service Bulletin (ASB) No. TPE/TSE-331-A72-0384, Revision 3, dated July 1, 1987, or ASB No. TPE/TSE-331-A72- 0384, Revision 4, dated September 4, 1987.(d) Thereafter, replace third stage turbine stator assemblies, P/N 868379-1 and -3, with new or reworked assemblies in accordance with the applicable Allied-Signal Inc., Garrett Engine Division, Engine Maintenance Manual, at intervals not to exceed 3600 CIS since new or rework. (e) Replace third stage turbine stator assemblies, P/N 868379-5, with new or reworked assemblies in accordance with the applicable Allied-Signal Inc., Garrett Engine Division, Engine Maintenance Manual, and the following schedule: CIS since New or Rework on the effective date of this AD Replacement Schedule CIS unknown Replace within 50 CIS after the effective date of this AD. 900 or more CIS Replace within 50 CIS after the effective date of this AD. 450 to 899 CIS Replace within 150 CIS after the effective date of this AD, but not more than 950 CIS since new or rework, whichever occurs first. Less than 450 CIS Replace prior to accumulating 600 CIS since new or rework. (f) Thereafter, replace third stage turbine stator assemblies, P/N 868379-5, with new or reworked assemblies in accordance with the applicable Allied-Signal Inc., Garrett Engine Division, Engine Maintenance Manual, at intervals not to exceed 600 CIS since new or rework. NOTE: Additional information regarding the replacement of the stator assembly can be obtained from Allied- Signal, Inc., Garrett Engine Division, ASB No. TPE331-A72-0861, dated November 19, 1992. (g) For the purposes of this AD, rework of the third stage turbine stator assembly must include installation of a new inner seal support. (h) Perform a one-time X-ray inspection of all third stage turbine stator assemblies, P/N 868379-1 and -3, for weld penetration in accordance with the following schedule and replace, if necessary, in accordance with the Accomplishment Instructions of Garrett Turbine Engine Company ASB No. TPE331-A72-0559, dated July 1, 1987, ASB No. TPE331-A72-0559, Revision 1, dated September 4, 1987, or ASB No. TPE331-A72-0559, Revision 2, dated January 15, 1988, except those third stage turbine stator assemblies listed by serial number in Table 1 of those ASB's: Hours TIS since New on September 14, 1987 Inspection Schedule Unknown hours TIS Inspect within 200 hours TIS after September 14, 1987. 5001 or more hours TIS Inspect within 200 hours TIS after September 14, 1987. 4000 to 5000 hours TIS Inspect within 500 hours TIS after September 14, 1987, or prior to accumulating 5200 hours TIS since new, whichever occurs first. Less than 4000 hours TIS Inspect prior to accumulating 4500 hours TIS since new. NOTE: September 14, 1987, is the effective date of AD 87-19-02. (i) An alternative method of compliance or adjustment of the initial compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles Aircraft Certification Office. (j) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the aircraft to a location where the requirements of this AD can be accomplished. (k) The remarking and one-time x-ray inspection shall be done in accordance with the following Garrett Turbine Engine Company Alert Service Bulletins: Document No. Pages Revision Date TPE/TSE331-A72-0384 total pages: 12 1-12 3 July 1, 1987 TPE/TSE331-A72-0384 1 4 September 4, 1987 2 3 July 1, 1987 3 4 September 4, 1987 total pages: 12 4-12 3 July 1, 1987 TPE331-A72-0559 total pages: 16 1-16 Original July 1, 1987 TPE331-A72-0559 1 1 September 4, 19872 Original July 1, 1987 3-4 1 September 4, 1987 5-6 Original July 1, 1987 7-14 1 September 4, 1987 total pages: 16 15-16 Original July 1, 1987 TPE331-A72-0559 1 2 January 15, 1988 2 Original July 1, 1987 3 1 September 4, 1987 4 2 January 15, 1988 5-6 Original July 1, 1987 total pages: 20 7-20 2 January 15, 1988 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 Garrett General Aviation Services Division, Distribution Center, 1944 East Sky Harbor Circle, Phoenix, Arizona 85034; telephone (602) 365-2548. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (1) This amendment becomes effective on June 28, 1993, to all persons except those persons to whom it was made immediately effective by priority letter AD 93-05-09, issued March 8, 1993, which contained the requirements of this amendment.
89-17-06: 89-17-06 BRITISH AEROSPACE (BAE), PLC: Amendment 39-6294. Applicability: Model BAe/DH/BH/HS 125 series airplanes equipped with Garrett TFE731 engines, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent an electrical fire caused by grounding of certain electrical contractors, accomplish the following: A. Within 120 days after the effective date of this AD, inspect and modify Hartman electrical contractor components, in accordance with paragraph 2.A. of British Aerospace Service Bulletin 24-268-3223A&B, Revision 2, dated February 28, 1989. B. After the effective date of this AD, Hartman contractors which have Part Numbers A848MAS, A848KHS, or A848KSS shall not be installed on any airplane unless modified in accordance with paragraph 2.B. of British Aerospace Service Bulletin 24-268-3223A&B, Revision 2, dated February 28, 1989. C. 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, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. 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 at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6294, AD 89-17-06) becomes effective on September 15, 1989.
76-04-06: 76-04-06 BRITISH AIRCRAFT CORPORATION: Amendment 39-2523. Applies to BAC 1- 11 200 and 400 Series airplanes certificated in all categories. Compliance is required as indicated. To detect cracks in the horizontal stabilizer structure and prevent possible horizontal stabilizer failure, accomplish the following: (a) For airplanes equipped with horizontal stabilizers that do not incorporate the modification contained in Part (d) of British Aircraft Corporation Service Bulletin 55-PM3485, comply with paragraph (c) of this AD as follows: (1) If the horizontal stabilizer has accumulated less than 28,000 total landings on the effective date of this AD - (i) Prior to the accumulation of 30,000 total landings, inspect in accordance with paragraph (c) of this AD; (ii) Prior to the accumulation of 35,000 total landings, reinspect in accordance with paragraph (c) of this AD; and (iii) Thereafter, continue to inspect in accordance with paragraph (c) of this AD at intervals not to exceed 2500 landings since the last inspection. (2) If the horizontal stabilizer has accumulated 28,000 or more total landings but less than 30,000 total landings on the effective date of this AD - (i) Prior to the accumulation of an additional 1000 landings or 30,501 total landings, whichever occurs earlier, unless already accomplished within the preceding 1000 landings, inspect in accordance with paragraph (c) of this AD; (ii) Prior to the accumulation of 35,000 total landings, reinspect in accordance with paragraph (c) of this AD; and (iii) Thereafter, continue to inspect in accordance with paragraph (c) of this AD at intervals not to exceed 2500 landings since the last inspection. (3) If the horizontal stabilizer has accumulated 30,000 or more total landings but less than 32,000 total landings on the effective date of this AD - (i) Prior to the accumulation of an additional 500 landings or 32,101 total landings whichever occurs earlier, unless already accomplished within the preceding 2500 landings, inspect in accordance with paragraph (c) of this AD; (ii) Prior to the accumulation of 35,000 total landings reinspect in accordance with paragraph (c) of this AD; and (iii) Thereafter, continue to inspect in accordance with paragraph (c) of this AD at intervals not to exceed 2500 landings since the last inspection. (4) If the horizontal stabilizer has accumulated 32,000 or more total landings but less than 35,000 total landings on the effective date of this AD - (i) Prior to the accumulation of an additional 100 landings, unless already accomplished within the preceding 5000 landings, inspect in accordance with paragraph (c) of this AD; (ii) Prior to the accumulation of 35,000 total landings or 2500 landings from the last inspection, whichever occurs later, reinspect in accordance with paragraph (c) of this AD; and (iii) Thereafter,continue to inspect in accordance with paragraph (c) of this AD at intervals not to exceed 2500 landings since the last inspection. (5) If the horizontal stabilizer has accumulated 35,000 or more total landings on the effective date of this AD - (i) Prior to the accumulation of an additional 50 landings unless already accomplished within the preceding 2500 landings, inspect in accordance with paragraph (c) of this AD; and (ii) Thereafter, continue to inspect in accordance with paragraph (c) of this AD at intervals not to exceed 2500 landings since the last inspection. (b) For airplanes equipped with horizontal stabilizers that incorporate the modification contained in Part (d) of British Aircraft Corporation Service Bulletin 55-PM3485 comply with paragraph (c) of this AD as follows: (1) If the horizontal stabilizer has accumulated less than 39,000 total landings on the effective date of this AD - (i) Prior to the accumulation of 40,000 total landings, inspect in accordance with paragraph (c) of this AD. (ii) Thereafter, continue to inspect in accordance with paragraph (c) at intervals not to exceed 6000 landings since the last inspection. (2) If the horizontal stabilizer has accumulated 39,000 or more total landings on the effective date of this AD - (i) Prior to the accumulation of 1000 additional landings, unless already accomplished within the last 6000 landings, inspect in accordance with paragraph (c) of this AD. (ii) Thereafter, continue to inspect in accordance with paragraph (c) at intervals not to exceed 6000 landings since the last inspection. (c) Inspect the horizontal stabilizer structure for cracks in accordance with paragraphs 2.3.1, 2.3.2, and 2.3.3 of British Aircraft Corporation Alert Service Bulletin 55-A-PM 5208, Issue No. 1, dated November 14, 1974, or an FAA-approved equivalent. (d) If any cracks are found during an inspection required by paragraph (a) or (b) of this AD, before further flight, conduct the detailed inspection of the horizontal stabilizer structure in accordance with the applicable provisions of paragraphs 2.5 through 2.5.2 of British Aircraft Corporation Alert Service Bulletin 55-A-PM 5208, Issue No. 1, dated November 14, 1974, or an FAA-approved equivalent. (e) If, during an inspection required by paragraphs (a), (b), (d), or (e) of this AD, cracks are found only in the outboard channel brackets, accomplish the following: (1) Measure the cracks in accordance with the criteria specified in paragraphs 2.6.1. and 2.6.2. of British Aircraft Corporation Alert Service Bulletin 55-A-PM 5208, Issue No. 1, dated November 14, 1974. (2) If cracks measure, in length - (i) Less than 0.3 inches, reinspect the crack for crack propagation at intervals not to exceed 500 landings since the last inspection; (ii) 0.3 inches or more but less than 0.4 inches, reinspect the crack for crack propagation at intervals not to exceed 200 landings since the last inspection; and (iii) 0.4 inches or more but less than 0.5 inches, reinspect the crack for crack propagation at intervals not to exceed 100 landings since the last inspection. (3) Continue performing the inspections required by paragraphs (a), (b), and (d) of this AD. (f) If a crack if found in an outboard channel bracket that measures 0.5 inches or more in length or a crack of any length is found in any other component of the horizontal stabilizer during any of the inspections required by this AD, before further flight, except as provided in paragraph (g) of this AD, replace the component with a new part of the same part number or an FAA-approved equivalent. (g) Upon the request of an operator, the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Region may adjust crack length limitations, approve alternate repetitive inspection intervals, or approve rework procedures to provide for continued operations by an operator, without the replacement of parts, as required under paragraph (f) of this AD, if data substantiating such action is submitted by the operator. (h) 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 total hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment becomes effective March 4, 1976.
2017-24-06: We are adopting a new airworthiness directive (AD) for certain CFM International S.A. (CFM) LEAP-1A turbofan engines. This AD requires removal, inspection, rework, and re-identification of the high-pressure turbine (HPT) stage 2 disk, part number (P/N) 2466M52G03. This AD was prompted by a quality escape at the manufacturer that resulted in cracks appearing during forging of the HPT stage 2 disks. We are issuing this AD to address the unsafe condition on these products.
2002-03-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes, Model MD-88 airplanes, and Model MD-90-30 series airplanes, that currently requires a revision to the applicable Airplane Flight Manual (AFM) to provide the flightcrew with the appropriate landing distance and flap positions, if applicable, for wet or icy runways. That AD also provides for an optional terminating action for the applicable AFM revision. For certain airplanes, this action requires accomplishment of the previously optional terminating action. The actions specified by this AD are intended to prevent the flightcrew from performing a scheduled landing on a runway of potentially insufficient length due to failure of the weight-on-wheels spoiler lockout mechanism system and possible inactivation of the autospoiler actuator, which could result in the airplane overrunning the end of the runway during landing on awet or icy runway.
89-23-12: 89-23-12 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORPORATION (Allison, formerly Detroit Diesel Allison): Amendment 39-6345. Applicability: Allison Model 250-C28B and -C28C engines, with P/N 6898952 second stage turbine nozzle assembly, installed in aircraft certificated in any category except those with the following turbine assembly serial numbers: Engine Model Turbine Serial Number 250-C28B CAT 70498, CAT 70499 CAT 70502, CAT 70513 and subsequent 250-C28C CAT 28010 and subsequent Compliance: Required as indicated, unless already accomplished. To prevent failure of the second stage turbine nozzle which can lead to rubbing contact between the nozzle diaphragm and the second stage turbine wheel possibly resulting in an uncontained turbine wheel failure, accomplish the following: (a) Within the next 100 hours time-in-service after the effective date of this AD, or at the next turbine repair or overhaul, whichever occurs first, but not later thanNovember 30, 1989, perform the following: Modify and reidentify second stage turbine nozzle, P/N 6898952, into P/N 23001942, in accordance with Allison Commercial Engine Alert Bulletin CEB-A-72-2044, Revision 4, dated May 1, 1989. NOTE: Existing Model 250-C28B and -28C engines which have incorporated Allison Commercial Engine Alert Bulletin CEB-A-72-2044, Revision 4, dated May 1, 1989, or prior issues of CEB-72-2044, or engines which have incorporated P/N 23001942 are already in compliance with this AD. (b) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (c) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance schedule specified in this AD may be approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines, Illinois 60018. The second stage turbine nozzle modification shall be done in accordance with Allison Commercial Engine Alert Bulletin CEB-A-72-2044, Revision 4, dated May 1, 1989. 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 Allison Gas Turbine Division, General Motors Corporation, P.O. Box 420, Indianapolis, Indiana 46206-0420. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. 20591. This amendment (39-6345, AD 89-23-12) becomes effective on October 29, 1989.
91-15-23: 91-15-23 AEROSPATIALE: Amendment 39-7088. Docket No. 91-NM-29-AD. Applicability: Model Nord 262A series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. For airplanes which are 20 years old or more since new as of the effective date of this AD: Within 2 years after the effective date of this AD, perform internal and external detailed visual inspections and a low frequency eddy current inspection of the fuselage skin panel junctions, in accordance with Aerospatiale N262-Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991. B. For airplanes which are less than 20 years old since new as of the effective date of this AD: Within 4 years after the effective date of this AD, perform internal and external detailed visual inspections and a low frequency eddy current inspection of the fuselage skin panel junctions, in accordance with Aerospatiale N262-Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991. C. If no corrosion is found as a result of the inspections required by paragraph A. or B. of this AD, accomplish the following: 1. At intervals not to exceed one year, perform an EXTERNAL visual inspection of the fuselage from Frame N to Frame 27, in accordance with Aerospatiale N262- Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991. 2. At intervals not to exceed 2 years, perform an INTERNAL visual inspection from Frame N to Frame 27, in accordance with Aerospatiale N262-Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991. 3. At intervals not to exceed 6 years, accomplish the following: a. NON-PRESSURIZED AREA: Perform internal and external detailed visual inspections of the circumferential and longitudinal skin panel junction from Frame N to Frame J and from Frame 21 to Frame 27, in accordance with the AccomplishmentInstructions, paragraph 2C(3)A of Aerospatiale N262-Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991. b. PRESSURIZED AREA: Perform internal and external detailed visual inspections of the circumferential and longitudinal fuselage skin panel junctions in accordance with the Accomplishment Instructions, paragraph 2C(3)A of Aerospatiale N262-Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991. D. If corrosion is found as a result of the inspections required by paragraph A., B., or C. of this AD, and the corrosion depth is equal to or less than 30 microns, accomplish one of the following: 1. Perform external visual inspections at intervals not to exceed one year, and low frequency eddy current inspections at intervals not to exceed 2 years, in accordance with Aerospatiale N262-Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991; or 2. Prior to further flight, repair in accordance with Scheme No. 1 (Preventative Measure Procedure without Removal of Panels) specified in Aerospatiale N262- Fregate Service Bulletin 53-35, Revision 1, dated March 24, 1991. Thereafter, repeat the visual and low frequency eddy current inspections at intervals not to exceed 6 years, in accordance with Aerospatiale N262-Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991; or 3. Prior to further flight, repair in accordance with Scheme No. 2 (Curative Measures Procedures with Removal of Panels) specified in Aerospatiale N262-Fregate Service Bulletin 53-35, Revision 1, dated March 24, 1991. This constitutes terminating action for the repetitive inspections of that area required by this AD. E. If corrosion is found as a result of the inspections required by paragraph A., B., or C. of this AD, and the corrosion depth is more than 30 microns but less than or equal to 100 microns, accomplish one of the following: 1. Prior to further flight, repair in accordance with Scheme No. 1 (Preventative Measure Procedure without Removal of Panels) specified in Aerospatiale N262- Fregate Service Bulletin 53-35, Revision 1, dated March 24, 1991. Thereafter, repeat the visual and low frequency eddy current inspections at intervals not to exceed 2 years, in accordance with Aerospatiale N262-Fregate Service Bulletin 53-34, Revision 1, dated March 24, 1991. 2. Prior to further flight, repair in accordance with Scheme No. 2 (Curative Measures Procedures with Removal of Panels) specified in Aerospatiale N262-Fregate Service Bulletin 53-35, Revision 1, dated March 24, 1991. This constitutes terminating action for the repetitive inspections for that area required by this AD. F. If corrosion is found as a result of the inspections required by paragraph A., B., or C. of this AD, and the corrosion depth is more than 100 microns, prior to further flight, repair in accordance with Scheme No. 2 (Curative Measures Procedures with Removal of Panels) specified in Aerospatiale N262-Fregate Service Bulletin 53-35, Revision 1, dated March 24, 1991. This constitutes terminating action for the repetitive inspections of that area required by this AD. G. 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. H. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-7088, AD 91-15-23) becomes effective on August 26, 1991.
88-06-07: 88-06-07 GENERAL ELECTRIC: Amendment 39-5866. Applies to General Electric (GE) CF34-1A and -3A turbofan engines installed in the Canadair Limited Model CL-600-2A12 and CL-600-2B16 aircraft. Compliance is required as indicated, unless already accomplished. To prevent an engine flameout or uncommanded power roll-back and subsequent inflight shutdown due to contamination of the fuel control, accomplish the following: (a) For the engines not operated in accordance with Canadair Airplane Flight Manual (AFM) Temporary Revision Numbers 601/10-1 and 601/11 for Model CL-600-2B16, or Temporary Revision Numbers 601/17-1 and 601/18 for Model CL-600-2A12, accomplish the following prior to further flight after the effective date of this AD: (1) For engines with fuel controls identified in GE Service Bulletin (SB) Number (CF34) 73-5, dated January 22, 1988, replace the fuel control with a reworked unit which has a redesigned bypass valve piston installed and cleaned internally by the improved process, in accordance with this SB. (2) For engines with fuel controls identified in GE SB Number 73-6, dated January 22, 1988, replace the bypass valve piston with redesigned hardware in accordance with this SB. (b) For the engines operated in accordance with Canadair AFM Temporary Revisions Numbers 601/10-1 and 601/11 for Model CL-600-2B16, or Temporary Revision Numbers 601/17-1 and 601/18 for Model CL-600-2A12, accomplish paragraphs (a)(1) and (a)(2) above within 500 hours in service from the effective date of this AD, or prior to September 30, 1988, whichever occurs sooner. (c) Aircraft may be ferried in accordance with the provision of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon request, an equivalent means of compliance with the requirements of the AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. (e) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance times specified in this AD. The GE SB's identified and described in this document 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 engine manufacturer's SB's may obtain copies upon request to General Electric Company, 1000 Western Avenue, Lynn, Massachusetts 01910. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 88-ANE-08, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment becomes effective on March 23, 1988.