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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.
93-15-09: 93-15-09 ROLLS-ROYCE, PLC: Amendment 39-8655. Docket 93-ANE-30. Applicability: Rolls-Royce, plc (R-R) Dart series turboprop engines: Mk. 506, 510, 511, 514, 515, 520, 525, 526, 527, 528, 529, 530, 532, 533, 534, 535, 536, 542, 543, 550, and 552. These engines are installed on but not limited to Convair 600/640, Fokker F27/F227, Grumman Gulfstream 1, Hawker Siddeley 748, and Vickers Viscount aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the servo fuel pipe, which could result in a loss of engine power, inflight engine shutdown, or engine fire, accomplish the following: (a) Within 30 days after the effective date of this AD, visually inspect the servo fuel pipe, Part Number (P/N) RK18596A, RK18668A, or RU21444A, using the criteria contained in the Appendix of Rolls-Royce Aero Engine ASB No. Da73-A86, dated March 5, 1993. (b) Replace any servo fuel pipe which does not meet the acceptance criteria contained in the Appendix of Rolls-Royce Aero Engine Alert Service Bulletin (ASB) No. Da73-A86, dated March 5, 1993, with a serviceable part, prior to further flight. (c) For engines not in service on the effective date of this AD, accomplish the actions of paragraphs (a) and (b) of this AD prior to entry into service. (d) 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, Engine 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, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (e) 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. (f) The inspection shall be done in accordance with the following Rolls-Royce Aero Engine Alert Service Bulletin: Document No. Pages Date Da73-A86 1-3 March 5, 1993 Appendix 1 March 5, 1993 Total pages: 4. 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 Rolls-Royce, plc, East Kilbride, Glasgow G74 4PY, Scotland. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on September 7, 1993.
93-20-01: 93-20-01 BEECH AIRCRAFT CORPORATION: Amendment 39-8708. Docket 93-NM-153-AD. Applicability: Model 400A airplanes having serial numbers RK-45, RK-49 through RK-77 inclusive, and RK-79; and Model 400T (military T-1A) airplanes having serial numbers TT-01 through TT-42 inclusive, and TT-44; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent smoke and/or fire in the cockpit, accomplish the following: (a) Within 25 hours time-in-service after the effective date of this AD, accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (1) Perform a general visual inspection to verify that the wiring of the engine electronic fuel control (EFC) start circuit has been installed properly, in accordance with Beechcraft Mandatory Service Bulletin 2520, dated August 1993. If the wiring has been installed improperly, prior to further flight, modify the wiring in the engine EFC start circuit in accordance with the service bulletin. (2) Install a non-conductive sheet, part number 132-530027-13, on the sidewall upholstery in accordance with Beechcraft Mandatory Service Bulletin 2520, dated August 1993. (3) Perform a general visual inspection to verify the proper positioning of the end terminals on wire P147D6, in accordance with Beechcraft Safety Communique 400-101, dated July 1993. If the end terminals have been positioned improperly, prior to further flight, reposition the end terminals on wire P147D6 in accordance with the communique. NOTE: While accessing the main circuit panel to comply with the inspections required by this paragraph, as a convenience, operators should verify that moisture (insulator) shields, part numbers 45A88859-11 and 45A88859-31, are installed, in accordance with BEECHCRAFT Beechjet 400/400A Maintenance Manual, Chapter 24-50-00. If any shield is missing, the FAA recommends that it be replaced with an appropriate shield at the next scheduled maintenance service. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Wichita Aircraft Certification Office (ACO), FAA, Small 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, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and modification of wiring, and the installation of the non-conductive sheet, shall be done in accordance with Beechcraft Mandatory Service Bulletin 2520, dated August 1993. The inspection and repositioning of the endterminals on wire P147D6 shall be done in accordance with Beechcraft Safety Communique 400-101, dated July 1993. (The issue dates of these service documents are indicated only on page 1 of each document; no other pages of the documents are dated.) 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 Beech Aircraft Corporation, Commercial Services Department, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at FAA, Small Airplane Directorate, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on November 2, 1993.
2022-09-13: The FAA is adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (Piper) Model PA-34-200 airplanes. This AD was prompted by the determination that the life limit for alternate bolts that attach the drag link to the nose gear were not listed as airworthiness limitations. This AD requires establishing a life limit for these bolts. The FAA is issuing this AD to address the unsafe condition on these products.
2013-02-01: We are adopting a new airworthiness directive (AD) for Bell Model 206L, 206L-1, 206L-3, and 206L-4 helicopters. This AD requires inspecting certain hydraulic servo actuator assemblies (servo) for a loose nut, shaft, and clevis assembly, modifying or replacing the servo as necessary, and reidentifying the servo. This AD is prompted by an investigation after an accident and the determination that there was a loose connection due to improper lock washer installation. These actions are intended to detect loose or misaligned parts of the servo to prevent failure of the servo and subsequent loss of control of the helicopter.
98-17-04: This amendment adopts a new airworthiness directive (AD) that is applicable to Hartzell Propeller Inc. HC-E4A-3(A,I,J) series propellers. This action requires a one-time inspection of the propeller blade counterweight clamps for thread damage in the bolt holes, and, if necessary, replacement with serviceable parts. This amendment is prompted by a report of a counterweight clamp bolt hole thread failure that resulted in the separation of the counterweight and the separation of a blade following impact with the counterweight. The actions specified in this AD are intended to prevent propeller blade counterweight clamp bolt hole thread failure, which can result in counterweight and propeller blade separation, and possible damage to the aircraft.
2012-26-04: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200PF, and -200CB series airplanes powered by Rolls-Royce engines. That AD currently requires repetitive inspections of the shim installation between the drag brace fitting vertical flange and bulkhead, and repair if necessary; for certain airplanes, an inspection for cracking of the four critical fastener holes in the horizontal flange, and repair if necessary; and, for airplanes without conclusive records of previous inspections, performing the existing actions. This new AD reduces the repetitive inspection interval; adds repetitive detailed inspections for cracking of the bulkhead, and repair if necessary; allows an extension of the repetitive intervals for certain airplanes by also doing repetitive ultrasonic inspections for cracking of the bulkhead, and repair if necessary; and provides an option for a high frequency eddy current inspection for cracking of the critical fastener holes, and repair if necessary. This action also adds a terminating action for certain repetitive inspections. This AD was prompted by reports of loose fasteners and cracks at the joint common to the aft torque bulkhead and strut-to-diagonal brace fitting, and one report of such damage occurring less than 3,000 flight cycles after the last inspection. We are issuing this AD to detect and correct cracks, loose and broken bolts, and shim migration in the joint between the aft torque bulkhead and the strut-to-diagonal brace fitting, which could result in damage to the strut and consequent separation of the strut and engine from the airplane.
98-17-08: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires repetitive inspections to detect any discrepancy in the sealwire of the fireguards of the engine fire shut-off system, and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent inadvertent closure of the fire shut-off valves due to ineffective or absent sealwires, which could result in in-flight engine shutdown.
2008-18-02: The FAA is superseding an existing airworthiness directive (AD), which applies to all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. That AD currently requires repetitive tests for free movement of the capsule/bearing of the nose landing gear (NLG), and related investigative and corrective actions. This new AD requires a modified test for free movement of the capsule/bearing of the NLG at reduced repeat intervals, and replacement of the NLG assembly with a modified assembly. This AD results from additional reports of the NLG failing to extend fully on an airplane that had been inspected in accordance with AD 2004-14-07. We are issuing this AD to prevent failure of the NLG to extend fully, which could result in reduced controllability of the airplane during landing. DATES: This AD becomes effective March 27, 2009. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of March 27, 2009. On August 13, 2004 (69 FR 41413, July 9, 2004), the Director of the Federal Register approved the incorporation by reference of BAE Systems (Operations) Limited Alert Service Bulletin J41-A32-082, Revision 1, dated February 20, 2004.
95-24-05 R1: 95-24-05 R1 MCCAULEY ACCESSORY DIVISION, THE CESSNA AIRCRAFT COMPANY: Amendment 39-9566. Docket 94-ANE-47. Revises AD 95-24-05, Amendment 39-9437. Applicability: McCauley Accessory Division, The Cessna Aircraft Company, Model C35, C72, C74, C75, C80, C86, C87, C92, and C93 series propellers, incorporating the following Hub Models: D3AF32C35-( ) D3AF32C80-( ) 3AF34C92-( ) 3AF32C72-( ) 3AF34C86-( ) 3AF32C93-( ) 3AF34C74-( ) 3AF32C87-( ) 3AF32C75-( ) D3AF32C87-( ) The parentheses used in the above list indicate the presence or absence of an additional letter(s) which vary the basic propeller hub model designation. These letter(s) define minor changes that do not affect interchangeability or eligibility, and therefore, this airworthiness directive (AD) still applies regardless of whether these letters are present or absent on the propeller hub model designation. These propellers are installed on but not limited to the following aircraft: Beech 58, 58A, 95-C55, -C55A, -D55, -D55A, -E55, -E55A. British Aerospace B-206 Series 2. Cessna 310K, 310L, 310N, 310P, 310Q, 310R, T310P, T310Q, T310R, 320D, 320E, 320F, 335, 340, 340A, 401, 401A, 401B, 402, 402A, 402B, 402C, 411, 411A, 414, 414A, 421, 421A, 421B. Colemill Executive 600 (Conversion of Cessna 310I, 310J, 310K, 310L, 310N). RAM Conversion of Cessna 340. NOTE 1: The above is not an exhaustive list of aircraft which may contain the affected McCauley Model C35, C72, C74, C75, C80, C86, C87, C92, and C93 series propellers, incorporating Models D3AF32C35, 3AF32C72, 3AF34C74, 3AF32C75, D3AF32C80, 3AF34C86, 3AF32C87, D3AF32C87, 3AF34C92, and 3AF32C93 propeller hubs because of installation approvals made by Supplemental Type Certificate or Federal Aviation Administration (FAA) Form 337 "Major Repair and Alteration," etc. It is the responsibility of the owner, operator and person returning the aircraft to service to determine if an aircraft has an affected propeller. NOTE 2: This AD applies to each propeller identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For propellers that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (g) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any propeller from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent propeller blade separation due to a cracked propeller hub, which could result in separation of the engine from the aircraft and subsequent loss of aircraft control, accomplish the following: (a) Within the next 25 hours time in service (TIS) after December 18, 1995 (the effective date of AD 95-24-05), unless already accomplished within the last 35 hours TIS, and thereafter at intervals not to exceed 60 hours TIS, perform a visual inspection for cracks and, if crack indications are found or suspected, confirm cracks by a dye penetrant inspection on propeller hubs in accordance with McCauley Accessory Division, The Cessna Aircraft Company, Service Bulletin (SB) No. 200C, dated January 20, 1994. Any propeller hubs found cracked during this inspection are to be permanently retired from service and replaced with a serviceable hub modified in accordance with paragraph (c) of this AD, or with an equivalent initial production propeller which has incorporated a hub containing oil with red dye. (b) For affectedpropellers identified with the change letter "R" following the hub model designation and having an oil-fill plug in the side of the hub, compliance is required only with paragraphs (d) and (f) of this AD. (c) Perform a one-time eddy current inspection and modify serviceable propeller hubs in accordance with the following schedule and requirements: Propeller Time-In-Service (TIS) Compliance Required on the effective date of this AD. Greater than 900 hours or 59 calendar Within the next 300 hours or at the next months since last overhaul/penetrant annual inspection or by December 31, 1996, inspection or installed new, or prior TIS whichever occurs first. unknown. Less than or equal to both 900 hours Prior to the accumulation of 1,200 hours and 59 calendar months since last or 60 calendar months since last overhaul/penetrant inspection or overhaul/penetrant inspection or installed installed new. new, whichever occurs first. (1) Perform a one-time eddy currentinspection for cracks in the threaded areas of the propeller hubs in accordance with McCauley Accessory Division, The Cessna Aircraft Company, Service Letter (SL) No. 1993-11A, dated June 20, 1995. (2) Any propeller hubs found cracked during the eddy current inspection are to be permanently retired from service and replaced with a serviceable hub modified in accordance with paragraph (c) of this AD, or with an equivalent initial production propeller which has incorporated a hub containing oil with red dye. (3) Modify affected propeller hubs to contain oil with red dye, in accordance with McCauley Accessory Division, The Cessna Aircraft Company, SL No. 1993-11A, dated June 20, 1995. Completion of this modification of the hub to contain oil with red dye constitutes terminating action to the repetitive inspections required by paragraph (a) of this AD. NOTE: The modification of the propeller hub assembly to contain oil with a red dye provides an "on-condition" (in-service)means of early crack detection of the propeller assembly and also improves lubrication and corrosion protection. The oil will add approximately 4.0 lbs. to the weight of the propeller assembly. (4) Previous compliance with McCauley Accessory Division SL 1993-11, dated September 15, 1993, also constitutes compliance with paragraphs (a) and (c) of this AD. (5) Install Decal-Warning "Oil Filled", part number B-6493, in accordance with McCauley Accessory Division, The Cessna Aircraft Company, SL No. 1993-11A, dated June 20, 1995, Figure F-9. (d) If leakage of oil containing red dye is detected in service (whether during flight or while on the ground), determine, prior to further flight, the source of leakage in accordance with the procedures specified in Section A-7 of McCauley SL No. 1993-11A, dated June 20, 1995. Remove from service, prior to further flight, propeller assemblies that exhibit cracks and replace with a serviceable unit, modified in accordance with paragraph(c) of this AD, or with an equivalent initial production propeller that has incorporated a hub containing oil with red dye. Oil-filled propellers are identified with the change letter "R" following the Hub Model Designation and have an oil-fill plug in the side of the hub. (e) The "calendar month" compliance times stated in this AD allow the performance of the required action up to the last day of the month in which compliance is required. For example, a required eddy current inspection and modification 60 calendar months from last overhaul/penetrant inspection that was performed on December 15, 1991, would allow the eddy current inspection and modification to be performed no later than December 31, 1996. (f) Report in writing any cracks found during the accomplishment of paragraphs (a), (c) or (d) of this AD to the Manager, Chicago Aircraft Certification Office, FAA, Small Airplane Directorate, 2300 East Devon Avenue, Room 232, Des Plaines, IL 60018; telephone (847) 294-7134, fax (847) 294-7834, within 10 days of the inspection. Information collection requirements contained in the regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and has been assigned OMB Control Number 2120-0056. (g) 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, Chicago Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Chicago 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 Chicago Aircraft Certification Office. (h) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (i) The inspections and modification required by this AD shall be done in accordance with the following McCauley Accessory Division, The Cessna Aircraft Company, service documents: Document No. Pages Date SB 200C 1-4 January 20, 1994 Total pages: 4. SL 1993-11A Cover Page 1 June 20, 1995 Section A 1-4 June 20, 1995 Section B 1 June 20, 1995 Section C 1 June 20, 1995 Section D 1-7 June 20, 1995 Section E 1-10 June 20, 1995 Section F 1-15 June 20, 1995 Section G 1 June 20, 1995 Section H 1-4 June 20, 1995 Section I 1-4 June 20, 1995 Total pages: 48. This incorporation by reference was approved by the Director of the Federal Register as of December 18, 1995, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from McCauley Accessory Division, The Cessna Aircraft Company, 3535 McCauley Dr., Vandalia, OH 45377-0430; telephone (513) 890-5246, fax (513) 890-6001. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (j) This amendment becomes effective on April 12, 1996.