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2021-25-03: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent 7000-72 and Trent 7000-72C model turbofan engines. This AD was prompted by the manufacturer revising the engine Time Limits Manual (TLM) life limits of certain critical rotating parts and updating certain maintenance tasks. This AD requires the operator to revise the airworthiness limitation section (ALS) of their existing approved continuous airworthiness maintenance program (CAMP) by incorporating the revised tasks of the applicable TLM for each affected model turbofan engine, 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.
2010-09-01: We are adopting a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD was issued following the discovery of a potential risk of an untimely squib firing that would cut the hoist cable. A short circuit in the hoist motor brush power supply wiring resulting in an uncommanded squib firing, which cuts the hoist cable, constitutes an unsafe condition.
58-22-02: 58-22-02 NORTH AMERICAN: Applies to all Model T-28A Aircraft Certificated in the Restricted Category. \n\n\tInspect the main landing gear trunnion shaft every 200 hours with a borescope or by an equivalent method for fatigue cracks emanating from the bolt holes. Replace all defective shafts. \n\n\t(USAF T.O. 1T-28A-6 Page 39, Item 11, covers this same subject.)
92-07-15: 92-07-15 BOEING: Amendment 39-8211. Docket No. 91-NM-167-AD.\n\n\tApplicability: Model 757 series airplanes; variable numbers NA010, NA011 and NA501 through NA531, and line numbers 142 through 371; certificated in any category.\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the separation of the fixed inboard trailing edge upper panel and consequent damage to airplane structure, hydraulic lines, and wire bundles, accomplish the following:\n\n\t(a)\tFor airplanes having variable numbers NA010, NA011, and NA501 through NA531: Within the next 18 months after the effective date of this AD, accomplish the procedures specified in either subparagraph (a)(1) or (a)(2) of this AD:\n\n\t\t(1)\tDetermine the panel assembly part number of the left and right wing in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991\n.\n\t\t\t(i)\tIf a panel assembly part number is 113N1611-9 (left), -10 (right), -11 (left), or -12 (right): No further actionis required.\n\n\t\t\t(ii)\tIf a panel assembly part number is 113N1611-13 (left), -14 (right), -15 (left), or -16 (right): Prior to further flight, modify the fixed inboard trailing edge upper panel in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t\t(2)\tWith the panel installed on the airplane, locate a small area on the sloped surface of the panel near one of the three edges where fasteners are installed through the panel. Sand the small area with light pressure until paint, primer, and Tedlar protective film layers are removed.\n\n\t\t\t(i)\tIf the exposed skin layer is any color other than black, no further action is required.\n\n\t\t\t(ii)\tIf the exposed skin layer is black, modify the fixed inboard trailing edge upper panel, prior to further flight, in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t(b)\tFor airplanes having line numbers 142 through 371: Within the next 18 months after the effective date of this AD, modify thefixed inboard trailing edge upper panel in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t(c)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle, ACO.\n\n\t(d)\tSpecial 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.\n\n\t(e)\tThe inspection and modifications shall be done in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(f)\tThis amendment becomes effective on May 5, 1992.
2010-09-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: * * * 1. A potential freezing of the AOA [angle of attack] Vane Resolver * * * may restrict the dynamic behavior (lag) of the vane and could lead to a potential seize-up condition at lower temperatures. This condition, if not corrected, may provide inaccurate AOA data to the Stall Protection System (SPS). 2. As a result of ageing, the AOA vane heating element could degrade to a point where there is insufficient heat to prevent ice build-up on the AOA vanes. The ice build-up may lead to a change in the aerodynamic properties of the AOA vane and, under certain conditions, send inaccurate information to the SPS. This ageing condition cannot be detectedby the aircraft AOA vane heater current monitor. These conditions, if not corrected, could result in inaccurate AOA data provided to the SPS and could lead to a change in the aerodynamic properties of the AOA vane and reduced ability of the flight crew to maintain safe flight and landing of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
51-16-02: 51-16-02\tBELLANCA: Applies to All Model 14-19 Airplanes Serial Numbers 2002 Through 2075. \n\n\tCompliance required within the next 25 hours of operation, but not later than August 1, 1951. \n\n\tAs the result of a recent failure of the elevator trim tab in flight, the modification of the trim tab attachment to the elevator as shown in Figure 1 should be made. \n\n\n\n\n\nFIGURE 1\n\n\n\t(Bellanca Service Bulletin No. 2, Model 14-19, covers this same subject.)
91-03-04: 91-03-04 BOEING: Amendment 39-6864. Docket No. 90-NM-281-AD. \n\n\tApplicability: All Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent inadvertently reversing the direction of flight due to the flight management system commanding an unanticipated turn to intercept an out-of-sequence waypoint, accomplish the following: \n\n\tA.\tInstall placards on or directly adjacent to both the left and right Control Display Units (CDU), in positions clearly visible to the flight crew, stating: Use of "ABEAM PTS" FMC Function Prohibited. \n\n\tB.\tRevise the Limitations Section, Electronics Subsection, of the FAA-approved Airplane Flight Manual (AFM), to add the following statement: "Do not use the FMC ABEAM PTS Function." This may be accomplished by inserting a copy of this AD in the AFM. \n\n\tC.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\tSpecial 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. \n\n\tThis amendment (39-6864, AD 91-03-04) becomes effective on February 4, 1991.
90-23-16: 90-23-16 BOEING: Amendment 39-6792. Docket No. 90-NM-202-AD. \n\n\tApplicability: Model 747 series airplanes, line position 002 through 803, and 806 certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent partial gear-up or all gear-up landings, accomplish the following: \n\n\tA.\tFor airplanes, line position 002 through 803: Within 30 days of October 30, 1990 (the effective date of AD 90-19-10, Amendment 39-6743), inspect the nose and body gear selector valve installation and the wing gear selector valve installation in accordance with Boeing Service Bulletin 747-32-2361, dated September 7, 1990. \n\n\t\t1.\tPrior to further flight, correct any discrepancies found in the installation, in accordance with Boeing Service Bulletin 747-32-2361, dated September 7, 1990, or Boeing Telegraphic Service Bulletin 747-32-2361, Revision 1, dated September 28, 1990. \n\n\t\t2.\tWithin 30 days after the effective date of this AD, for airplanes that have had discrepancies corrected in accordance with paragraph A.1. of this AD, retorque the self locking nut to 50 to 80 inch-pound, in accordance with Boeing Telegraphic Service Bulletin 747- 32-2361, Revision 1, dated September 28, 1990. \n\n\tB.\tFor airplane, line position 806: Within 30 days after the effective date of this AD, inspect the nose and body gear selector valve installation and the wing gear selector valve installation in accordance with Boeing Telegraphic Service Bulletin 747-32-2361, Revision 1, dated September 28, 1990. Correct any discrepancies found in the installation prior to further flight, in accordance with Boeing Telegraphic Service Bulletin 747-32-2361, dated September 28, 1990. \n\n\tC.\tWithin 10 days after completion of the inspection required by this AD, submit a report of finding any improper configuration to the FAA, Seattle Manufacturing Inspection District Office, ANM-108S, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. The report must include the line number of the airplane inspected, the number of cycles, and the inspection findings. \n\n\tD.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Inspector (PI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to The Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-23-16 supersedes AD 90-19-10, Amendment 39-6743. \n\tThis amendment (39-6792, AD 90-23-16) becomes effective on November 12, 1990.
90-04-03: 90-04-03 MCDONNELL DOUGLAS: Amendment 39-6506. Docket No. 88-NM-214-AD. \n\n\tApplicability: McDonnell Douglas Model DC-10 series airplanes equipped with lavatories H and J, as listed in McDonnell Douglas Service Bulletin 25-357, dated September 5, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fire resulting from an electrical short in the H and J lavatory overhead light assembly terminal caps, accomplish the following: \n\n\tA.\tWithin 60 days after the effective date of this AD, modify the overhead light assemblies in lavatories H and J, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-357, dated September 5, 1989. \n\n\tB.\tWithin 60 days after the effective date of this AD, inspect the insulation blankets and foam insulating material in the areas above lavatories H and J and in the areas outboard of lavatories H and J. Prior to further flight, replace any insulation blankets and/or foam insulating material which has been contaminated by passenger door drive chain lubricant. \n\n\tC.\tAn 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the officer indicated above. \n\n\tD.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. \n\n\tThis amendment (39-6506, AD 90-04-03) becomes effective on March 19, 1990.
68-22-01: 68-22-01\tBOEING: Amendment 39-674. Applies to all 707-300, -400, -300B, and -300C Series aircraft listed in Boeing Service Bulletin 1796 (R-3), or later FAA approved revisions. \n\n\tCompliance required as indicated. \n\n\t(a)\tInspect for cracks in the faying surface around and emanating from the fastener holes in the trailing edge of the upper wing skin at wing stations 211 and 232, as noted in Figure 1 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision), in accordance with eddy current or dye penetrant inspection techniques, at the time specified in (h) or (i). If cracks are found, repair in accordance with (e), (f) or (g), as appropriate. If cracks are not found and unless already accomplished, reinstall fasteners in accordance with step "e" of Part I of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or equivalent fastener installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tUnless alreadyaccomplished, conduct a one time inspection at Wing Station 232 for gaps between adjacent layers of structure by removing the two fasteners shown in Figure 1 of Boeing Service Bulletin 1796 (Revision 3) or later FAA approved revision) at the threshold times specified in (h) or (i), as appropriate. Shim as necessary to eliminate these gaps. \n\n\t(c)\tOn aircraft which do not have the stainless steel straps (Boeing P/N 69-27339-1, P/N 69-27339-1 and -2) installed or have had such straps installed in the field, remove the fasteners shown in Figure 1 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) and conduct a one time inspection for abrasion on the trailing edge of the wing skin and around the fastener holes at wing stations 211 and 232, in accordance with eddy current or dye penetrant inspection techniques at the threshold times specified in (h) or (i), as appropriate. Surfaces found abraded are to be cleaned up in accordance with, and to the limited noted,in Part II paragraphs b and c of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revisions) or a method approved by Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(d)\tUnless already accomplished, wings which have been repaired in accordance with Boeing Service Bulletin 1796 (Revision 2) for cracks at wing station 211, must have the internal crack stop plate installed in accordance with Figure 3 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region, within 6000 hours time in service after that repair. \n\n\t(e)\tCracks not exceeding 1.25 inches in length measured from the trailing edge of the wing skin may be repaired in accordance with (d), Note 2, or Part I of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or an equivalent repair approved by Chief, Aircraft Engineering Division, FAA Western Region, and the airplane continued in service for the next 200 hours if inspections utilizing eddy current inspection techniques for crack growth are accomplished prior to each day's operation. If crack growth is found, repair prior to further flight in accordance with (f) or (g), as appropriate. If crack growth is not found, the aircraft must be repaired within the aforementioned 200 hours in accordance with (f). \n\n\t(f)\tCracks not exceeding 3.0 inches in length should be repaired in accordance with Part II of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tIf cracks exceed 3.0 inches in length, accomplish the modification described in Boeing Service Bulletin 2607, or repair in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tFor those aircraft having less than 7500 hours time in service on the effective date ofthis AD, prior to the accumulation of 7700 hours time in service and at intervals thereafter not to exceed 100 hours time in service from the last inspection. \n\n\t(i)\tFor those aircraft having 7500 or more hours time in service on the effective date of this AD, within the next 200 hours time in service and at intervals thereafter not to exceed 100 hours time in service from the last inspection.\n \n\t(j)\tInspections required by this AD may be discontinued when wings have been modified in accordance with: \n\n\tBoeing Service Bulletin 1796, Part II, Revision 3, or later FAA approved revision \n\tBoeing Drawing 65-68328 \n\tBoeing Service Bulletin 1796, Part III, Revision 3, or later FAA approved revisions \n\tBoeing Service Bulletin 2427, Part X \n\tBoeing Service Bulletin 2607 \n\tOr another method approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(k)\tAirplanes having cracks which require rework under this AD may be flown in accordance with FAR 21.197 with the concurrence of the Chief, Aircraft Engineering Division, FAA Western Region, to a base where rework can be accomplished. \n\n\t(l)\tUpon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\tThis supersedes Amendment 752, Part 507 (29 F.R. 7923), AD 64-14-01.\n \n\tThis amendment becomes effective October 25, 1968.