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82-16-06: 82-16-06 BELL HELICOPTER TEXTRON: Amendment 39-4422. Applies to Model 222 series helicopters certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracks and to prevent growth of voids and possible loss of main rotor spar doublers, accomplish the following: a. Within the next 10 hours' time in service after the effective date of this AD, (1) Inspect the main rotor center spar doubler scarf joint for doubler debond by visual inspection and by using a tapping tool in accordance with Bell Helicopter Textron Alert Service Bulletin No. 222-82-15, dated April 30, 1982, or FAA approved equivalent. (2) Visually inspect the main rotor spar doublers for cracks between STA 82 and STA 102 (Operations Safety Notice No. OSN-222-82-3 refers to an inspection of this area). (3) The scarf joint area to be inspected is shown in Figures I and III of Service Bulletin No. 222-82-15. b. After the initial inspection, if no cracks or voids are detected, inspect the main rotor center spar doubler scarf joint area in accordance with paragraph a. above at intervals not to exceed 25 hours' time in service from the last inspection. c. If voids or cracks are detected, accomplish the following: (1) For voids that are within the limits of Part I, paragraph 4.a, of Service Bulletin No. 222-82-15, the doublers must be sealed and protected in accordance with the instructions of Part II of Service Bulletin No. 222-82-15, or FAA approved equivalent, within the next 25 hours' time in service. (2) For voids that exceed the limits of Part I, paragraph 4.a, of Service Bulletin No. 222-82-15, but are within the limits of Part I, paragraphs 4.(b) and (c), the doublers must be sealed and protected in accordance with the instructions of Part II of Service Bulletin No. 222-82-15, or FAA approved equivalent, before the next flight, except that a special flight permit may be issued in accordance withFAR 21.197 to allow one flight of the helicopter to a location where the repair can be accomplished. d. For blades that have been sealed and protected in accordance with the instructions of Part II of Service Bulletin No. 222-82-15 or FAA approved equivalent, accomplish the following: (1) Inspect the tape daily for proper adhesion and condition. (2) Replace tape having loose ends prior to flight. (3) Remove the tape at intervals not to exceed 100 hours' time in service and inspect and repair the main rotor center spar doubler scarf joint in accordance with paragraphs a. and c. of this AD. If no voids or debond areas are found, reapply the protective tape as described in Part II, paragraph 2 of Service Bulletin No. 222-82-15, or FAA approved equivalent. e. Replace main rotor blades that have voids or debond in excess of the limits of paragraph 4.b and paragraph 4.c of Service Bulletin No. 222-82-15 with serviceable blades. f. Replace main rotor blades that have cracks in the spars or doublers with serviceable blades. g. Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. h. In accordance with FAR 21.197, flight is permitted to a base where the inspection required by this AD may be accomplished. This amendment becomes effective July 30, 1982.
2015-21-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires repetitive eddy current inspections for any cracking in the inspar upper skin, and related investigative and corrective actions if necessary. This AD was prompted by a report that an operator discovered a crack in a certain section of the inspar upper skin, just forward of the rear spar on the right wing. We are issuing this AD to detect and correct any cracking in the inspar upper skin and rear spar upper chord, which could result in the inability of the structure to carry limit load, or result in a fuel leak, which could prevent continued safe flight and landing.
2000-17-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-17-51 that was sent previously to all known U.S. owners and operators of certain Boeing Model 737-200 and -300 series airplanes by individual notices. This AD supersedes an existing AD to require a one-time inspection to detect cracks of the lower frames and reinforcing angles of the main deck cargo door where the door latch fittings attach between certain fuselage stations and water lines, and replacement of any cracked part with a new part having the same part number. This action is prompted by reports that, during the inspections required by the existing AD, cracks were found in the reinforcing angles of the main deck cargo door frame. The actions specified by this AD are intended to detect and correct cracking of the lower portion of the main deck cargo door frames, which could result in sudden depressurization, loss or opening of the main deck cargo door during flight, and loss of control of the airplane.
47-30-01: 47-30-01 AERONCA: (Was Mandatory Note 3 of AD-759-3 and Mandatory Note 3 of AD-761-3.) Applies Only to Serial Numbers 7AC-1 to 4795, Inclusive, and 11AC-1 to 11AC- 502, Inclusive. Compliance required not later than November 1, 1947. To prevent failure of lift strut wing fitting due to tie-down loads, replace front lift strut wing attachment fittings with Aeronca No. 2-893 fittings. (Aeronca Service Helps and Hints No. 13 dated August 14, 1946, and supplement thereto covers this same subject.)
2022-21-08: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model EMB-545 airplanes. This AD was prompted by an error that was detected in the airplane takeoff configuration warning logic. The error prevents the system from sounding an aural alert ''No Takeoff Trim'' for the flightcrew. This AD requires the installation of a new software version of engine indication and crew alert system (EICAS), as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2022-21-10: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2C10 (Regional Jet Series 700, 701 & 702); CL-600-2C11 (Regional Jet Series 550); CL-600-2D15 (Regional Jet Series 705); CL-600-2D24 (Regional Jet Series 900); and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports that the landing gear age of certain airplanes was higher than expected for gear overhaul, which could increase the risk of corrosion. This AD requires verifying the calendar age of the nose landing gear (NLG) and main landing gear (MLG) by way of component maintenance documents, and performing corrective actions if necessary. This AD also prohibits installing certain components. The FAA is issuing this AD to address the unsafe condition on these products.
2000-17-01: This amendment supersedes Airworthiness Directive (AD) 92-01-02, which currently requires you to accomplish the following on certain Fairchild Aircraft SA226 and SA227 series airplanes: modify the parking brake system; and inspect (repetitively) certain landing gear brake assemblies. That AD resulted from wheel brake system malfunctions on several of the affected airplanes where regular brake system maintenance had been performed. This AD retains the modification and inspection requirements of AD 92-01-02 and incorporates inspection and replacement requirements for additional landing gear brake assemblies. The actions specified by this AD are intended to prevent wheel brake system malfunctions that could result in a fire in the brake area. The Director of the Federal Register previously approved the incorporation by reference of certain publications listed in the regulation as of January 16, 1992.
2015-22-01: We are superseding Airworthiness Directive (AD) 2007-16-08, which applied to all The Boeing Company Model 747-100, 747-100B, 747- 100B SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SR series airplanes. AD 2007-16-08 required repetitive inspections for cracking of the station 800 frame assembly, and repair if necessary. This new AD continues to require repetitive inspections for cracking of the station 800 frame assembly, and repair if necessary, and expands the inspection area. This AD was prompted by reports of cracks found at the forward and aft inner chord strap and angles on the station 800 frame on the left-side and right-side main entry doors. We are issuing this AD to detect and correct fatigue cracks that could extend and fully sever the frame, which could result in development of skin cracks that could lead to rapid depressurization of the airplane.
2000-16-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200, -300, and -300F series airplanes. This AD requires either an inspection to detect damage or chafing of the insulation or wires, modification of the cable assembly, and repairs, if necessary; or replacement of the cable assembly of the lower anti-collision light with a new cable assembly. This amendment is prompted by reports of electrical arcing on structure near the lower body anti-collision light due to chafing of the cable. The actions specified by this AD are intended to prevent such chafing as a result of improper installation of the lower body anti-collision light assembly, which could result in electrical arcing or sparking in a flammable leakage zone of the airplane.
2000-16-16: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that currently requires a one-time inspection to determine the serial numbers of various switch modules on the overhead panel and control stand, and replacement of certain switch modules with new, improved modules. That AD also requires repetitive tests of the cargo fire extinguishing system, and one-time tests of the fuel crossfeed valve, pack, trim air, and alternate flap control switches; and repair or replacement of switch modules with new improved modules, if necessary. This amendment revises the applicability of the existing AD. This action also requires replacement of the existing switch modules with new switch modules; replacement of the existing module assemblies with new module assemblies; or reworked module assemblies; as applicable. This amendment is prompted by the FAA's determination that certain switches are susceptible to contamination. The actions specified by this AD are intended to minimize contamination of the switch contacts and consequent failure of the switches, which, if not corrected, could result in inability of the flight crew to activate the cargo fire extinguishing, fuel, air conditioning, and alternate flap systems.
2015-21-09: We are superseding Airworthiness Directive (AD) 2015-19-02 for all The Boeing Company Model 767 airplanes. AD 2015-19-02 required revising the maintenance or inspection program to include new airworthiness limitations. This AD continues to require a maintenance or inspection program revision, but with revised language. This AD was prompted by a determination that certain language in the airworthiness limitation was not accurate in AD 2015-19-02. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine and auxiliary power unit (APU), which could result in the inability to shut off fuel to the engine and APU and, in case of certain fires, an uncontrollable fire that could lead to structural failure.
2010-20-12: We are adopting a new airworthiness directive (AD) for Model 747-400, 747-400D, and 747-400F series airplanes. This AD requires installing a hot short protector (HSP) for the fuel quantity indicating system (FQIS) of the center fuel tank and, for certain airplanes, the horizontal stabilizer fuel tank. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent an electrical hot short from a source outside the FQIS to the densitometer wiring from causing failure of the FQIS densitometer resistors, which could result in an ignition source inside the center or horizontal stabilizer fuel tanks. An ignition source, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane. This AD is effective November 5, 2010.\n\n The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of November 5, 2010.
2000-16-13: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires you to inspect the nose wheel steering system to assure that the free play between the steering handle or knob and the nose wheels is within acceptable limits, and requires you to adjust the free play as necessary. 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 prevent the inability to steer the airplane because of excessive free play in the steering linkage. This excessive free play could then result in loss of control of the airplane during take-off, landing, or taxi operations.
98-16-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires revising the Airplane Flight Manual (AFM) to require use of the electrical fuel pump for take-off and landing and performance of an operational check of the electrical fuel pump following landing. This amendment also requires replacement of the jet booster pumps with new or modified jet booster pumps, which terminates the requirement for the AFM revision. 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 failure of the jet booster pumps, which could result in reduced engine thrust during take-off or landing, and consequent increased risk of impact with terrain.
77-16-04: 77-16-04 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2996 applies to de Havilland Model DH-104 "Dove" airplanes, all series, certificated in all categories. Compliance is required as indicated. To prevent possible fatigue failure of the wing structure, accomplish the following: (a) Irrespective of the incorporation of Hawker Siddeley Aviation, Ltd., (HSA) Modification 539, for wings which have not had HSA Modification 780 incorporated, within the next 25 hours time in service after the effective date of this AD or prior to accumulation of 3400 hours total time in service on the wing lower spar boom, whichever occurs later, at intervals not to exceed 3400 hours time in service, on the boom, replace it with a serviceable boom of the same part number or an FAA-approved equivalent. (b) For wings which incorporate HSA Modification 780, replace the wing lower spar boom with a serviceable boom of the same part number or an FAA-approved equivalent - (1) For Series1A, 2A, 5A, 5BA, 6A airplanes, prior to the accumulation of 20,000 hours total time in service on the wing lower spar boom including the time in service prior to incorporation of the modification; and (2) For Series 7A and 8A airplanes, prior to the accumulation of 16,000 hours total time in service on the boom including the time in service prior to incorporation of the modification. (c) For airplanes which do not incorporate HSA Modification 538 in the area of the fuselage center section, or have Modification 538 incorporated but not the associated HSA Modification 686, within the next 25 hours time in service after the effective date of this AD or prior to the accumulation of 1800 hours total time in service on the fuselage center section lower spar boom whichever occurs later, and thereafter, at intervals not to exceed 1800 hours time in service on the boom, replace the fuselage center section lower spar boom with a serviceable boom of the same part number or an FAA-approved equivalent. (d) For airplanes which incorporate HSA Modification 538 in the area of the fuselage center section, provided the associated HSA Modification 686 has been incorporated within 3600 hours time in service on the fuselage center section lower spar boom since incorporating Modification 538, within the next 25 hours time in service on the boom after the effective date of this AD or prior to the accumulation of 6700 hours total time in service on the fuselage center section lower spar boom, including time in service prior to incorporation of the modification, whichever occurs later, and thereafter at intervals not to exceed 6700 hours time in service, replace the fuselage center section lower spar boom with a serviceable boom of the same part number or an FAA-approved equivalent. NOTE: For airplanes which incorporate HSA Modification 779 in the area of the fuselage center section, no mandatory retirement time is imposed on the fuselage center section lower spar boom. (e) Upon the request of an operator, the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East region may adjust a replacement interval specified in paragraphs (a), (c), or (d) of this AD, if the request contains substantiating data to indicate that the average operating spectrum of the particular airplane is less severe than the operating spectrum upon which the specified replacement times are based and that the adjustment requested is justified. Forward request to FAA, Chief, Aircraft Certification Staff, c/o American Embassy, APO New York, N.Y. 09667. NOTE: Appendix 1 of HSA Technical New Sheet (TNS) No. 119, Issue 10, dated July 19, 1971, contains information with respect to data needed to determine an average operating spectrum. (f) Unless already accomplished, on airplanes converted to series 7AXC or 8AXC in accordance with HSA TNS No. 181, Issue 3, dated November 21, 1966, replace the wings prior to the accumulation of one fifth the total hourstime in service at conversion plus 16,000 hours time in service as determined in accordance with the instructions in paragraph 7 of HSA TNS No. 181, Issue 3, dated November 21, 1966, or an FAA-approved equivalent. (g) Operators who have not kept records of time in service on any component to which a provision of this AD applies shall substitute airplane hours time in service in lieu thereof. This amendment supersedes Amendment 289 to Part 507 of the Regulations of the Administrator (26 FR 4395), AD 61-11-03, as amended by Amendment 585 (28 FR 7394) and Amendment 662 (28 FR 14238). This amendment becomes effective August 31, 1977.
2022-22-02: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, EC 155B, and EC155B1 helicopters. This AD was prompted by reports of the cockpit doors failing to open after ditching with inflated floats on certain helicopters equipped with an emergency flotation system (EFS). This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter, installing placards, and depending on your model helicopter, modification of the jettisoning system, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2010-20-07: The FAA is adopting a new airworthiness directive (AD) for all International Aero Engines AG (IAE) V2500-A1, V2525-D5 and V2528-D5 turbofan engines and certain serial numbers (S/Ns) of IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 turbofan engines. For certain S/Ns of V2500-A1, V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 series turbofan engines, this AD requires initial and repetitive on-wing ultrasonic inspections of the high-pressure compressor (HPC) stage 3 to 8 drum for cracks. As mandatory terminating action to the repetitive inspections, this AD requires removal from service of the fully silver plated nuts attaching the HPC stage 3 to 8 drum to the HPC stage 9 to 12 drum, removal of silver residue from the HPC stage 3 to 8 drum, and fluorescent penetrant inspection (FPI) of the stage 3 to 8 drum within a specified time. For all other engines, this AD requires removal from service of the fully silver plated nuts attaching the HPC stage 3 to 8 drum to the HPC stage 9 to 12 drum, removal of silver residue from the HPC stage 3 to 8 drum, and FPI of the HPC stage 3 to 8 drum at the next drum piece-part exposure. This AD results from reports of 39 HPC stage 3 to 8 drums found cracked since March 2009. We are issuing this AD to prevent uncontained failure of the HPC stage 3 to 8 drum, which could result in damage to the airplane.
2000-16-03: This amendment adopts a new airworthiness directive (AD), applicable to all Bombardier Model DHC-7-100, and DHC-8-100, -200, and -300 series airplanes, that requires a one-time inspection of maintenance records to determine the method used during the most recent weight and balance check of the airplane and, if necessary, accomplishment of a weight and balance check. 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 unusual handling characteristics and consequent reduced controllability during ground operations due to incorrect methods of weighing and balancing the airplane.
2022-21-14: The FAA is superseding Airworthiness Directive (AD) 2017-10- 17, which applied to certain Airbus SAS Model A330-200; A330-200 Freighter; and A330-300 series airplanes. AD 2017-10-17 required revising the existing maintenance or inspection program, as applicable, to incorporate new fuel airworthiness limitations. This AD was prompted by a determination that new or more restrictive fuel airworthiness limitations and tasks are necessary. This AD continues to require the actions in AD 2017-10-17 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive fuel airworthiness limitations and tasks, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also expands the applicability to include additional airplane models. The FAA is issuing this AD to address the unsafe condition on these products.
2022-21-07: The FAA is adopting a new airworthiness directive (AD) for all Deutsche Aircraft GmbH (Type Certificate Previously Held by 328 Support Services GmbH; AvCraft Aerospace GmbH; Fairchild Dornier GmbH; Dornier Luftfahrt GmbH) Model 328-100 and -300 airplanes. This AD was prompted by a safety analysis that lithium batteries installed in the personal electronic devices (PED) are a potential risk of an in-flight fire in the flight deck stowage boxes. This AD requires installing a placard and stowing the fire gloves on the left-hand (LH) flap door of the flight deck step; and installing the placards on the LH and right-hand (RH) flight deck stowage boxes. This AD also requires revising the operator's existing airplane flight manual (AFM) to include emergency procedures, 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.
2006-06-03: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Model 500, 501, 550, S550, 551, and 560 airplanes. This AD requires revising the airplane flight manual (AFM) to prohibit use of the wing fuel boost pumps for defueling under certain conditions; installing a placard; doing other specified investigative and corrective actions as necessary; and modifying the boost pumps. This AD also requires the subsequent removal of the AFM revision and placard. This AD results from a report of a chafed electrical wiring harness, which was arcing inside the fuel tank. We are issuing this AD to prevent potential fuel vapor ignition in a fuel tank, which could result in explosion and loss of the airplane.
98-21-30: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes and all Model A310 and A300-600 series airplanes, that requires repetitive inspections for wear damage of the aft attachment fittings of the articulated seats and dummy tracks in the passenger compartment; 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 detect and correct wear damage of the aft attachment fittings of the articulated seats and dummy tracks. Such wear damage could cause the floor panels to sag and result in failure of flight control systems and consequent reduced controllability of the airplane.
76-15-05: 76-15-05 CANADAIR: Amendment 39-2676 as amended by Amendment 39-3181. Applies to all CL-44D4 and CL-44J airplanes, certificated in all categories. Compliance required as indicated unless already accomplished. Affects the nose landing gear retraction actuator lever attachment bolts. (a) On airplanes with nose landing gear retraction actuator lever attachment bolts, P/N 44-85279, installed: (1) Within the next 250 landings after the effective date of this AD, accomplish the following: (i) Replace bolts with unused vacuum cadmium plated Voi-Shan bolts, P/N V.S.2738, or equivalent bolts. Voi-Shan bolts are identified by part number impression on the bolt head. (ii) Install V.S.2738 bolts in accordance with paragraph 4.1(e) through 4.1(h) of Canadair Service Information Circular No. 387-CL44, Issue 2, (SIC) or an equivalent installation. (b) On airplanes with V.S.2738 bolts installed: (1) Within the next 25 landings after the effective date of this airworthiness directive, accomplish the following: (i) Inspect V.S.2738 bolts in accordance with paragraph 4.1(a) through 4.1(c) of the SIC, or an equivalent inspection, for cracks, corrosion, pitting, or rework by chrome plating. (ii) Replace bolts showing signs of any of the above defects, before further flight, with unused V.S.2738 bolts, and install in accordance with paragraph 4.1(c) thru 4.1(h) of the SIC or approved equivalent procedure. (2) Vacuum cadmium plated V.S.2738 bolts, found free from defects, may be reinstalled provided: (i) Within the next 500 hours in service or 125 landings, whichever occurs first, after reinstallation and thereafter, at intervals not to exceed 500 hours in service or 125 landings from the last inspection, the bolts are inspected for cracks by magnetic particle inspection or eddy current inspection or an equivalent procedure. (ii) Reinstalled bolts that have attained 5000 hours in service or 1250 landings, must be replaced with unused V.S.2738 bolts or equivalent bolts, and installed in accordance with paragraph 4.1(c) thru 4.1(h) of the SIC or approved equivalent procedure. (iii) The repetitive inspection required by paragraph (b)(2)(i) may be discontinued when the used bolts are replaced with unused vacuum cadmium plated V.S.2738 bolts or equivalent bolts and installed in accordance with paragraph 4.1(c) thru 4.1(h) of the SIC, or approved equivalent procedure. (c) Unused vacuum cadmium plated Voi-Shan bolts, installed in accordance with paragraph (a)(1)(ii), must be replaced with unused bolts of the same type and installed in the same manner, at or before 13,500 hours in service or eight years, whichever occurs first. If bolts are removed prior to the aforementioned life limits, they must be inspected and installed in accordance with paragraph (b)(1)(i) and (ii). (d) Equivalent inspections, installations, bolts, and service information circular revisions, must be approved by theChief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time specified in this AD. Amendment 39-2676 was effective July 28, 1976. This amendment 39-3181 is effective April 17, 1978.
2015-18-03: We are adopting a new airworthiness directive (AD) for certain Honeywell International Inc. TPE331-5, -5A, -5AB, -5B, -10, -10R, -10U, -10UF, -10UG, -10UGR, and -10UR model turboprop engines. This AD was prompted by engine propeller shaft coupling failures, leading to unexpected propeller pitch changes causing increased aerodynamic and asymmetric drag on the airplanes using these engines. This AD requires removing certain part number (P/N) engine propeller shaft couplings from service. This AD also requires inserting a copy of certain airplane operating procedures into applicable flight manuals. We are issuing this AD to prevent loss of airplane control, leading to an accident.
2009-09-03R1: We are revising an existing airworthiness directive (AD) for the products 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: Since issuance of AD 2007-0109, Turbom ca has released modification TU166 which consists in inserting HP blade dampers between the HP disc and the HP blade platform. Introduction of these dampers has demonstrated to limit axial displacement of the HP blade relative to the disk in case of blade lock rupture or opening, therefore eliminating the need for inspection and replacement. We are issuing this AD to prevent an uncommanded in-flight engine shutdown which could result in an emergency autorotation landing or an accident.