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70-21-02: 70-21-02 HAWKER SIDDELEY AVIATION, LTD: Amdt. 39-1087. Applies to de Havilland Model DH.104 "Dove" airplanes. To prevent failure of the flap datum hinge assemblies, unless already accomplished, accomplish the following within the next 3,000 hours' time in service after the effective date of this AD, or by March 31, 1971, whichever occurs first: (a) Inspect the wall thickness of the bearing housing recess of both the right wing and left wing flap datum hinge links in accordance with Hawker Siddeley Aviation, Limited, Technical News Sheet CT(104) No. 216 Issue 1, June 8, 1970, or later ARB-approved issue or an FAA-approved equivalent. If the wall thickness is found to be less than 0.17 inches, replace the flap datum hinge link with a serviceable link of Modification 982 standard. (b) Incorporate Modification 982 by replacing the flap datum hinge assemblies P/N 4WF.16A(R.H.) and P/N 4WF.15A(L.H.) with assemblies P/N 14WF.456A(R.H.) and P/N 14WF.455A (L.H.) in accordance with de Havilland Aircraft Company, Limited, Modification No. Dove 982 dated August 20, 1956, or later ARB-approved issue or an FAA-approved equivalent. This amendment becomes effective November 5, 1970.
77-17-06: 77-17-06 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-3016. Applies to AiResearch Model TSCP700-4B and -5 Auxiliary Power Units (APUs) which have first stage compressor discs P/Ns 969600-1 or -2 installed. Compliance required before accumulating a total of more than 3000 cycles on the first stage compressor discs, or within the next 300 cycles after the effective date of this AD, whichever occurs later, unless already accomplished within the last 1700 cycles, and thereafter at intervals not to exceed 2000 cycles since the last inspection. To prevent a high energy release of first stage compressor blades and disc parts due to the possible fatigue failure of the disc, accomplish the following: (a) Remove the first stage disc from the compressor section of the APU and inspect the blade dove tail slots of the disc in accordance with either of the following methods or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (1) Use an eddy current probe made in accordance with instructions contained in paragraphs 2.B.(4) of AiResearch Service Bulletin TSCP700-49-A3912, dated May 16, 1977, and a visual display instrument Nortec Model No. NDT-6D. In addition to this test apparatus, A P/N 969600-1 or -2 compressor disc, or segment thereof, known to be free of cracks and a corresponding disc, or segment thereof, which has been verified to contain a detectable crack must be available to calibrate the inspection test apparatus. These sample disc(s) may be obtained from the AiResearch Manufacturing Company or, subject to the acceptance of the assigned FAA maintenance inspector, furnished by the operator. An acceptable procedure for calibrating and using this test equipment is provided in paragraph 2.A., 2.B.(1), 2.B(2), 2.B(3), 2.B.(5) and 2.B.(6) of AiResearch Service Bulletin TSCP700-A3912, dated May 16, 1977, supplemented by AiResearch Gage Operating Instructions MSC-4769, MSC-4770 or MSC-4771, as appropriate. (2) Use tooling described in paragraphs 1.G and procedures prescribed in paragraph 2. of AiResearch Service Bulletin TSCP700-49-A3912, Revision 2, dated June 27, 1977, or later FAA approved revisions. (b) All discs found to not meet the inspection criteria covered by the procedure described in paragraphs (a)(1) or (a)(2) must be removed from service. Except as provided in paragraph (c)(4), replacement discs of P/Ns 969600-1 or -2 must be inspected in accordance with paragraph (a) before being installed in the APU for service, unless already inspected within the last 3000 cycles in service, and thereafter at intervals not to exceed 2000 cycles since the last inspection. (c) For purposes of this AD: (1) A cycle is defined as a start and acceleration to at least 95% high pressure spool (N2) rpm followed by a shutdown, during which low pressure spool (N1) rpm reaches, or exceeds, 97% rpm nominal. If, in any start, operating and shutdown sequence, the low pressure spool (N1) is prevented from exceeding 91% rpm nominal, only one half of a cycle must be recorded. (2) Operators who have not kept a record of operating starts on individual discs may assume two starts have occurred for each recorded APU operating hour of service, or any other cycle per hour ratio approved by the operators' assigned FAA maintenance inspector, provided the request contains substantiating data to justify the alternative ratio. (3) Operators who have not kept a record of APU operating hours of service shall estimate hours of APU operation by equating APU operation to airplane hours time in service using a ratio approved by the operators' assigned FAA maintenance inspector and justified by substantiating data. (4) Unused replacement discs installed per (b) above may be assumed to have zero cycles and need not be inspected prior to installation. NOTE: AiResearch Model TSCP 700-4B and -5 APU are known to be installed in McDonnell Douglas Model DC-10 series aircraft and Aerospatiale Model A-300B aircraft. This amendment becomes effective August 24, 1977.
76-18-11: 76-18-11 BOEING: Amendment 39-2720 as amended by Amendment 39-2736 and 39-2771 is further amended by Amendment 39-2808. Applies to all Model 727-100 and 727-100C series airplanes, certificated in all categories, with P/N 65-19670-2 and -3 aft cargo door lowest side stop fittings which have accumulated 15,000 or more pressurization cycles. Compliance required as indicated. \n\tTo detect cracks in the aft cargo door lower stop fittings, accomplish the following: \n\tA.\tWithin the next 500 flights from the effective date of this amendment, unless accomplished within the last 500 flights, visually inspect the aft cargo door for cracks in the four (4) lowest side stop fittings (two forward and two aft) and the attaching door frame structure in accordance with Boeing Alert Service Bulletin No. 727-52-A102, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repeat visual inspections of the lowestforward and aft side fittings (total of two) and adjacent door frame structure at intervals not to exceed 1000 flights from the last inspection. \n\tB.\tIf a cracked fitting(s) and/or frame(s) are detected: \n\t\t1.\treplace the fitting and repair or replace the door frame section, as necessary, prior to further flight in accordance with Boeing Alert Service Bulletin No. 727-52-A102, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; or \n\t\t2.\tcontinue service with no more than one cracked fitting and/or frame for up to 50 flights under the following conditions: \n\t\t\ta.\tframe cracks may not extend along the frame more than 4.5 inches, including the length of the stop fitting cutout, and no cracks may be present in the frame flange radius. Stop drill all frame cracks, which do not terminate in an existing fastener hole. \n\t\t\tb.\tassure that the stop fittings adjacent to the cracked fitting, includingthe lower sill stop fitting, are crack-free by the visual inspection specified in the service bulletin. \n\t\t\tc.\twithin 25 flights repeat the visual inspection of the adjacent fittings and frame per a and b above. \n\t\t\td.\twithin 50 flights replace the fitting with a crack-free 7079-T6 aluminum or steel fitting and repair or replace the door frame, as necessary, in accordance with the service bulletin. \n\tC.\tReplacement of a lowest side stop fitting with a new steel fitting in accordance with Boeing Alert Service Bulletin No. 727-52-A102, Revision 2, or later FAA approved revisions, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action for this AD at that fitting, provided the adjacent fitting and attaching door frame were/are inspected and found to be crack-free in accordance with Revision 2 to the service bulletin or equivalent. \n\tD.\tFor the purpose of this AD, when conclusive records are not available to show the number of flights accumulated by a particular fitting, the number of flights may be computed by dividing the airplane time-in-service since the fitting was installed in the airplane by the operator's fleet average time per flight for his Model 727 airplanes. \n\tE.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator. \n\tThe 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). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also beexamined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2720 became effective September 21, 1976. \n\tAmendment 39-2736 became effective October 15, 1976. \n\tAmendment 39-2771 became effective November 29, 1976. \n\tThis amendment 39-2808 becomes effective February 18, 1977.
2013-07-11: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. That AD currently requires inspecting for scribe lines in the skin along lap joints, butt joints, certain external doublers, and the large cargo door hinges, and doing related investigative and corrective actions if necessary. This new AD adds an inspection for scribe lines where external decals have been applied or removed across lap joints, large cargo door hinges, and external doublers, and related investigative and corrective actions if necessary. This AD was prompted by a determination that scribe lines could occur where external decals are installed or removed across lap joints, large cargo door hinges, or external doublers. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin. Undetected fatigue cracks can grow and cause sudden decompression of the airplane.
75-17-24: 75-17-24 SIAI-MARCHETTI: Amendment 39-2329. Applies to Model S.205-18/R, - 20/R, and -22/R airplanes, serial numbers 001 thru 003, 101 thru 399, 4-101 thru 4-282, 4-285, 4- 292, 5-302, 5-303 and 5-406, certificated in all categories, and Model S.208 airplanes, serial numbers 001 thru 003, 1-03 thru 1-15, 2-16 thru 2-27, 2-47 thru 2-50, 4-51, 4-60, 4-62, 369, 3- 100, 4-231, 4-233, 4-256, 4-257, 4-258, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracks in the landing gear actuator brackets and prevent bracket failure, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished within the last 90 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, until modified in accordance with paragraph (d) of this AD, visually inspect the landing gear actuator bracket P/N 205-6-209-03 installed on the rear side of the No. 5 frame for cracks, in accordance with Instruction a) of the SIAI Marchetti Service Bulletin No. 205B39, dated September 19, 1973, or an FAA-approved equivalent. (b) If cracks are found, before further flight, comply with paragraph (d) of this AD. (c) If no cracks are found, within 300 hours' time in service after the effective date of this AD, comply with paragraph (d) of this AD. (d) Install landing gear actuator bracket reinforcements, P/Ns U.T. 5270-11 and -13, to inside of the landing gear actuator bracket P/N 205-6-209-03 in accordance with Instruction (b) of the SIAI Marchetti Service Bulletin No. 205B39, dated September 19, 1973, or an FAA- approved equivalent. This amendment becomes effective August 20, 1975.
2013-07-10: We are adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE), V2525-D5 and V2528-D5 turbofan engines, with a certain No. 4 bearing internal scavenge tube and a certain No. 4 bearing external scavenge tube installed. This AD was prompted by a report of an engine under-cowl fire and commanded in- flight shutdown. This AD would require replacement of certain part number (P/N) No. 4 bearing internal scavenge tubes, and alignment checks of certain P/N No. 4 bearing external scavenge tubes. We are issuing this AD to prevent engine fire and damage to the airplane.
2013-07-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by reports that inspections of the wing center section revealed defective, misapplied, or missing secondary fuel vapor barriers on the center fuel tank. This AD requires inspecting for discrepancies and insufficient coverage of the secondary fuel barrier, determining the thickness of the secondary fuel barrier, and corrective actions if necessary. We are issuing this AD to detect and correct defective surfaces and insufficient thickness of the secondary fuel barrier, which could allow fuel leaks or fumes into the pressurized cabin, and allow fuel or fuel vapors to come in contact with an ignition source, which could result in a fire or an explosion.
75-16-11: 75-16-11 PILATUS AIRCRAFT LTD: Amdt. 39-2284. Applies to B4-PC11 gliders, serial numbers 141 and subsequent, certificated in all categories. Compliance is required as indicated. To prevent rudder cable chaffing, jamming, or separation accomplish the following: (a) Within 10 hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the rudder control cables for chaffing in that portion adjacent to the crotch strap attachment brackets and repair, or replace as required in accordance with the Pilatus B4- PC11 Maintenance Manual or an FAA-approved equivalent. (b) Within 25 hours' time in service after the effective date of this AD, unless already accomplished, install a polyurethane foam block P/N 112.50.11.065 on the underside of the pilot seat to provide a grooved channel to cover the crotch strap attachment bracket in accordance with the accomplishment instructions set forth in Pilatus Aircraft Service Bulletin No. 1002 datedMay 1974, or an FAA-approved equivalent. This amendment becomes effective July 29, 1975.
2013-04-04: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes equipped with Rolls- Royce RB211-535E engines. That AD currently requires repetitive inspections for signs of damage of the aft hinge fittings and attachment bolts of the thrust reversers, and related investigative and corrective actions if necessary. The existing AD also provides for an optional terminating modification for the repetitive inspections. For certain airplanes, this new AD adds a one-time inspection of the washers installed under the attachment bolts of the aft hinge fittings for correct installation sequence, and reinstallation if necessary. This new AD also adds an option for installing a redesigned aft hinge fitting with the trim already done, instead of trimming an existing or new hinge fitting, which is included in the existing optional terminating modification. This AD was prompted by reports of incorrectly installed washers under the attachment bolts of the aft hinge fittings of the thrust reversers. We are issuing this AD to prevent failure of the attachment bolts and consequent separation of a thrust reverser from the airplane during flight, which could result in structural damage to the airplane.
2013-07-02: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, and A320 series airplanes. This AD was prompted by fuel system reviews conducted by the manufacturer, which revealed that certain fuel pumps under certain conditions can create an ignition source in the fuel tank. This AD requires modification of the center tank fuel pump control circuit by installation of ground fault interrupters (GFIs). This AD would also require either replacement of the GFI or deactivation of the associated fuel pump following failure of any post-modification operational test of the GFI. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.