Results
93-25-14: 93-25-14 SAAB-SCANIA: Amendment 39-8778. Docket 93-NM-137-AD. Applicability: Model SAAB SF340A series airplanes, serial numbers 004 through 159 inclusive; and Model SAAB 340B series airplanes, serial numbers 160 through 325 inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of AC electrical power, and local area damage that may lead to further electrical failures and smoke in the cockpit, accomplish the following: (a) Within 6 months after the effective date of this AD, replace the left- and right-hand AC generator control relays, part number (P/N) SM15CXD1, with new relays, P/N SM15CXD4, at generator control positions 7XA and 8XA, in accordance with SAAB 340 Service Bulletin SAAB 340-24-022, dated October 21, 1992. (b) As of the effective date of this AD, no person shall install an AC generator control relay, P/N SM15CXD1, at generator control positions 7XA or 8XA on any airplane.(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 replacement shall be done in accordance with SAAB 340 Service Bulletin SAAB 340- 24-022, dated October 21, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordancewith 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from SAAB-SCANIA AB, SAAB Aircraft Support Product, S-581.88, Linkoping, Sweden. 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 February 14, 1994.
82-18-11: 82-18-11 PARTENAVIA, COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39-4453. Applies to Models P68 and P68B airplanes (serial numbers 1 through 86) certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To prevent failure of the control wheel shaft universal joint, accomplish the following: (a) Within the next 50 hours time-in-service after the effective date of this AD, inspect control wheel shaft universal joints for cracks and interference, in accordance with procedures in "INSPECTION" section of Partenavia Service Bulletin No. 48, dated December 7, 1979. (b) If cracks are found during the inspection in accordance with paragraph (a) of this AD, replace the control wheel shaft universal joints in accordance with procedures under "Instructions" of Partenavia Service Instruction No. 09, dated December 7, 1979. (c) If interference is found during the inspection, in accordance with paragraph (a) of this AD, repeat the inspection for cracks prescribed in that paragraph at intervals not exceeding 50 hours time-in-service until the universal joint is replaced. Within 200 hours time-in-service after the effective date of this AD, replace universal joints on which interference is found during the inspection described in paragraph (a) in accordance with procedures of Partenavia Service Instruction No. 09 dated December 7, 1979. (d) This airplane may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (e) An equivalent method of compliance with this AD may be used if approved by C. Christie, Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium; Telephone 513.38.30. This amendment becomes effective on September 13, 1982.
2021-26-19: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CF34-8C and CF34-8E model turbofan engines. This AD was prompted by a report of a quality escape during the manufacturing of a high-pressure turbine (HPT) rotor stage 1 disk. This AD requires removing the HPT rotor stage 1 disk from service and replacing the HPT rotor stage 1 disk with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
2006-20-13: We are adopting a new 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. We are issuing this AD to require actions that are intended to address the unsafe condition described in the MCAI.
82-21-04: 82-21-04 JET ELECTRONICS AND TECHNOLOGY, INC.: Amendment 39-4475. Applies to all Model PS-835 series Emergency Power Supply installations. NOTE: This power supply is usually used to supply electrical power for third (standby) attitude indicators, emergency lighting, radio communications and other equipment critical to the safety of the airplane. Compliance: Required as indicated unless already accomplished. To prevent a false indication, that emergency power is available, accomplish the following: a) Within the next 25 hours time-in-service after the effective date of this AD check to determine whether the emergency power supply installation incorporates a panel located battery test switch. 1) If the installation incorporates a panel located battery test switch, prior to further flight install a temporary placard near the test switch which reads as follows: TO TEST EMER PWR SUPPLY 1. DISREGARD EMER PWR SW TEST POSITION 2. A/C MASTER/BATTSW-OFF 3. EMER PWR SW-ON 4. CK OPERATION OF ACCESSORY/INSTR b) On or before October 1, 1983, examine the aircraft manufacturer's records and/or emergency power supply installation to determine whether the emergency power supply is a J.E.T. model PS-835A, -835B, -835C or -835D. If the power supply is a PS-835A not incorporating a Mod 6, a PS-835B not incorporating a Mod 7, a PS-835C not incorporating Mod 1 or a PS-835D not incorporating a Mod 1, modify the J.E.T. power supply in accordance with J.E.T. Service Bulletin SB501-1228-7 dated May 20, 1982. Remove the temporary placard if required by paragraph a) of this AD when the modification required by this paragraph is incorporated. c) Paragraph a) of this AD may be accomplished by the owner/operator on any airplane owned or operated by the person. This person must make the prescribed aircraft record entry indicating compliance with paragraph a) of this AD. d) The modification required by paragraph b) of this AD must be accomplished by an appropriately rated, FAA certificated repair station on those power supplies used as a source of power for flight instruments. e) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. f) An equivalent method of compliance with this AD may be used if approved by the Chief, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018; telephone (312) 694-7127. This amendment becomes effective on October 21, 1982.
93-01-02: 93-01-02 BRITISH AEROSPACE, REGIONAL AIRCRAFT LIMITED: Amendment 39-8455. Docket No. 92-CE-56-AD. Applicability: HP 137 Mk1, Jetstream Models 200, 3101, and 3201 Airplanes (serial numbers 1 through 969 and 971), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent tailplane de-icing system failure, including false indication of system operation, and subsequent loss of pitch control, 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, and thereafter at intervals not to exceed 150 hours TIS until the modification required by paragraph (b) of this AD is accomplished, inspect the tailplane de-icing system for contamination in accordance with Part I of the ACCOMPLISHMENT INSTRUCTIONS section of British Aerospace (BAe), Regional Aircraft Limited, Jetstream Alert Service Bulletin (ASB) 30-A- JA 920444, dated October 30, 1992. Prior to further flight, drain any accumulated water. (b) Within the next 400 hours TIS after the effective date of this AD, modify the tailplane de-icing system and replace and relocate the tail unit pressure switch in accordance with Part 2 or Part 3, as applicable, of the ACCOMPLISHMENT INSTRUCTIONS section of BAe, Regional Aircraft Limited, Jetstream ASB 30-A-JA 920444, dated October 30, 1992. (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 initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Brussels Aircraft Certification Office. (e) The inspections, modification, replacement, and relocation required by this AD shall be done in accordance with British Aerospace, Regional Aircraft Limited, Jetstream Alert Service Bulletin 30-A-JA 920444, dated October 30, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. Section 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, Regional Aircraft Limited, Manager Product Support, Commercial Aircraft 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 theFAA, 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, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on January 22, 1993.
2010-14-21: We are adopting a new 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: Service has shown that the small outlet of the blow-by oil separators, part number 02-7250-18100R1; 02-7250-18100R2; 02-7250- 18100R3; 02-7250-18100R4; 02-7250-18300R1; 02-7250-18300R2; 02-7250- 18300R3; 02-7250-18300R4; or 02-7250-18300R5, may cause a blow-by gas pressure increase inside the crankcase of the engine in excess of the oil seal design pressure limits. Leaking engine oil may adversely affect the gearbox clutch or the engine lubrication system. This condition, if not corrected, could lead to in-flight cases of engine power loss or ultimately, shutdown. We are issuing this AD to prevent loss of engine power or uncommanded engine shutdown during flight due to excessive crankcase blow-by gas pressure.
2010-03-03: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron, Inc. (Bell) Model 205B and 212 helicopters with certain main rotor (M/R) blade assemblies installed. This action requires inspecting the M/R blades paying particular attention to an area near the blade root for an edge void, corrosion, or a crack. This amendment is prompted by two reports of fatigue cracks on M/R blades installed on Model 212 helicopters. Both model helicopters use the same part-numbered M/R blades. The actions specified in this AD are intended to detect an edge void, corrosion, or a crack on a M/R blade, which could lead to loss of the M/R blade and subsequent loss of control of the helicopter.
76-13-11 R1: 76-13-11 R1 SCHWEIZER: Amendment 39-2659 as amended by Amendment 39-5924. Applies to SGS 2-33, SGS 2-33A, S/N's 1 thru 424, and SGU 2-22C, CK, E, EK, S/N's 98 thru 258. To prevent failure of the forward and aft fuselage tubular longerons due to internal corrosion caused by trapped water accomplish the following: Within the next 30 days or 25 hours in service, whichever occurs first, after the effective date of this Airworthiness Directive, unless already accomplished, perform the following or an approved equivalent inspection. (a) In the forward keel tube drill a No. 41 hole just ahead of the tow release slot. (b) In the aft longerons drill a No. 41 hole approximately one inch forward of the weld cluster at the tail skid in the lower longerons. (c) If there is any water drainage inspect for corrosion using x-ray or an approved equivalent inspection. (d) Repair corroded parts prior to further flight, in accordance with an approved repair or replace with an unused part of the same part number or an approved equivalent part. (e) Subsequent to the inspections, the No. 41 holes must be sealed with either a drive screw or a self plugging blind rivet. Holes may be enlarged to .125 inches for installation of a blind rivet. A waterproof sealant must be applied when installing the screw or rivet. (f) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, New England Region, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (g) Upon submission of substantiating data, by an owner or operator through an FAA Airworthiness Inspector, the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. (Schweizer Service Bulletin No. 102-33-1.1, covers this subject and is considered an approved equivalent inspection). Amendment 39-2659, became effective July 7, 1976. This Amendment 39-5924 amends AD 76-13-11, Amendment 39-2659 (41 FR 27029; July 1, 1976). This Amendment 39-5924 becomes effective on May 25, 1988.
93-15-06: 93-15-06 AIRBUS INDUSTRIE: Amendment 39-8652. Docket 93-NM-118-AD. Applicability: All Airbus Industrie Model A300, A310 and A300-600 series airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent jamming of the free fall mechanical control mechanism, which could result in the failure of the nose landing gear (NLG) to extend during a gravity free fall, accomplish the following: (a) Within 30 landings after the effective date of this AD, perform a detailed visual inspection to verify correct installation of the bolts that attach the left- and right-hand NLG door uplock assemblies to the support fittings, and of the bolt connecting the free fall rod to its lever in accordance with Airbus Industrie All Operator Telex (AOT) 32-06, dated March 3, 1993. (1) If the bolts are installed correctly, no further action is required by paragraph (a) of this AD. (2) If any bolt is found to have been incorrectly installed, prior to further flight, correct its installation and perform a functional test of the landing gear free fall control and emergency extension systems in accordance with the AOT. (b) Within 7 days after accomplishing the detailed visual inspection required by paragraph (a) of this AD, submit a report of any inspection findings to Airbus Industrie, in accordance with Airbus Industrie AOT 32-06, dated March 3, 1993. Report all findings, including nil defects to: Airbus Industrie, Product Support Directorate, Attention: Technical Support, AI/ST41, 1 Rond Point Bellonte, 31707 Blagnac Cedex, France. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptablelevel 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 detailed visual inspection, correction, reporting requirement, and functional test shall be done in accordance with Airbus Industrie All Operator Telex (AOT) 32-06, dated March 3, 1993. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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 August 18, 1993.
69-23-06: 69-23-06 UNITED AIRCRAFT OF CANADA, LIMITED: Amdt. 39-874. Applies to PT6 model series engines equipped with Pesco Model 024-800 fuel pumps as follows: PT6A-6, -6A, -6B, PT6B-9 all engines PT6A-20 prior to S/N PC-E22480 PT6A-27 prior to S/N PC-E40311 PT6A-28 prior to S/N PC-E50054 except 50051, 50052 Compliance within 50 hours after the effective date of this Airworthiness Directive unless already accomplished. To prevent disengagement of the fuel pump input coupling from the engine gearbox, remove retaining ring, Pesco P/N 99-4660 and install new snap ring Pesco P/N 99-4906. United Aircraft of Canada Ltd. Service Bulletin No. 174 pertains to this subject. This amendment is effective November 15, 1969.
2010-14-13: We are adopting a new airworthiness directive (AD) for certain Model 777 airplanes. This AD requires inspecting the bolt, nut, and downstop of the slat track assembly to determine if the bolt, nut, or stops are missing and to determine if the thread protrusion of the bolt from the nut is within specified limits and parts are correctly installed, and related investigative and corrective actions if necessary. For certain airplanes, this AD also requires inspecting the slat cans at the outboard slat number 3 and 12 outboard main track locations for holes and wear damage, and corrective actions if necessary; and replacing the downstop hardware for the outboard slats number 3 and 12 outboard and inboard main track locations. This AD results from a report of a hole in the inboard main track slat can for outboard slat number 12 on a Model 777 airplane. The hole was caused when the bolt securing the downstop migrated out of the fitting and contacted the slat can. We are issuing this AD to detect and correct damage to the outboard slat main track slat cans, which can allow fuel leakage into the fixed wing leading edge in excess of the capacity of the draining system. Excess fuel leakage could result in an uncontained fire.
92-09-04: 92-09-04 BRITISH AEROSPACE: Amendment 39-8229. Docket No. 91-NM-283-AD. Applicability: All Viscount Model 744, 745D, and 810 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of one or more of the landing gears, accomplish the following: (a) Within 500 hours time in-service or within 6 months after the effective date of this AD, whichever occurs first, accomplish the following procedures in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 319 (for Model 744 and 745D series airplanes) or PTL 188 (for Model 810 series airplanes), both dated March 14, 1990, as applicable: (1) Remove the nose and main landing gear retraction jacks. Remove the shuttle valve elbow connections, part numbers 70050-69 and 74450-117, and the shuttle, part number A5133-7, from the jacks, in accordance with the service bulletin. (2) Ream the bore of each shuttle valve elbow connection, and chamfer the elbow bore aperture to 45 degrees. Remove the swarf and clean each shuttle valve elbow. If any residual obstructions or burrs are detected, prior to further flight, remove them in accordance with the service bulletin. (3) Visually inspect the "hard chrome" plating of the shuttle for damage. If any damaged or binding shuttles are detected, prior to further flight, replace them with new parts, in accordance with the service bulletin. (4) Visually inspect the bores in the retraction jack cylinder ends for obstructions. If any obstructions or damaged parts are detected, prior to further flight, remove or replace them in accordance with the service bulletin. (5) Reassemble the shuttles and shuttle valve elbow connections to their respective retraction jacks. Immediately subsequent to installation and reassembly, perform bench checks on the retraction jack assemblies, in accordance with the Viscount Maintenance Manual, to ensure proper operation of the shuttle valves. If any malfunctioning parts are detected, prior to further flight, repair or replace them in accordance with the Maintenance Manual. Reinstall the retraction jacks on the airplane, bleed the hydraulic system and perform landing gear functioning checks in accordance with the Viscount Maintenance Manual. If any malfunctioning parts are detected, prior to further flight, replace or repair them in accordance with the Maintenance Manual. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 tooperate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and repairs shall be done in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 319 (for Model 744 and 745D series airplanes), dated March 14, 1990; or PTL 188 (for Model 810 series airplanes), dated March 14, 1990. 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, PLC, Librarian for Service Bulletins, P.O Box 17414, Dulles International Airport, Washington, DC. 20041-0414. 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. (e) This amendment becomes effective on June 2, 1992.
49-32-01: 49-32-01 FLEETWINGS: Applies to All Model F-5 and F-401 Aircraft. Compliance required as soon as possible but not later than September 1, 1949. Because of recent accident believed to be due to failure of the rear engine support strut or its attachments, conduct close inspection of all engine support members and their attachments. Cracked or damaged member should be replaced or repaired.
47-06-03: 47-06-03 GLOBE: (Was Mandatory Note 6 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 314 to 408 Inclusive; 1038 to 1350 Inclusive; and 2011 to 2350 Inclusive. Compliance required prior to April 1, 1947. Replace the present collars at the attachment of the elevator cables to the control wheel shafts with redesigned collars, Globe P/N 11-532-1818-2. This is necessary to prevent fouling of the elevator cable links with the control wheel shafts. (Globe Customer Service Maintenance Bulletin No. 8 covers this same subject.)
70-07-01: 70-07-01 HAWKER SIDDELEY: Amdt. 39-960 as amended by Amendment 39-1416. Applies to Model DH 104 "Dove" airplanes. Compliance is required as indicated. (a) Within 25 hours' time in service after the effective date of this AD, visually inspect the tubular engine mounting structure, P/N 4EM.201A and 4EM.203A, for external evidence of internal corrosion (paint blistering, pin holes, etc.), cracks, or structural defects. (Particular attention should be given to the lower tubes and welded joints.) If any evidence of internal corrosion, cracks, or structural defects is found, before further flight comply with paragraph (c). If no evidence of internal corrosion, cracks, or structural defects is found, repeat the visual inspection within each 100 hours' time in service since the last inspection. (b) Conduct x-ray inspections of engine mounting frames in accordance with paragraph (c) as follows: (1) For engine mounting frames serial numbers DHB/1 and subsequent or prefixed by "DH/...", including those frames incorporating Modification PP.225, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last four years prior to the effective date of this AD, and thereafter at intervals not to exceed four years from the last inspection. (2) For engine mounting frames serial number prefix "S4/DHB/..." or "BGB/DHB/..." (manufactured to the standards of Modification PP.225), within 10 years after the date of manufacture and thereafter at intervals not to exceed four years from the last inspection. NOTE: See Hawker Siddeley Technical News Sheet Series: CT(104) No. 190, Issue 3, dated September 14, 1970, for dates of engine mount manufacture. (c) Conduct an x-ray inspection in accordance with Hawker Siddeley Technical News Sheet Series: CT (104) No. 190, Issue 1, dated August 24, 1964, or Issue 3, dated September 14, 1970, or FAA-approved equivalent. If internal corrosion, cracks,or structural defects are found, before further flight replace or repair the engine mounting frame in accordance with de Havilland Division Factory-approved instructions or an equivalent approved by the Chief, Aircraft Certification Staff, FAA European Region. If no internal corrosion, cracks, or structural defects are found, the frame may be returned to service. (d) Within 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 30 hours' time in service since the last inspection, visually inspect the engine mount pickup fittings for loose rivets and structural defects. If loose rivets or structural defects are found, before further flight replace or repair in accordance with de Havilland Division Factory-approved Instructions Technical News Sheet CT (104) No. 49, dated 2 February 1951, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA European Region. (e) Upon incorporation of Modification 524 (and repair R4W169), the 30-hour periodic inspection specified in paragraph (d) may be changed to inspections not to exceed 100- hour intervals. (f) It is requested that notification in writing of the results, positive and negative, of all of the above required inspections be given the Chief, Engineering and Manufacturing Branch, Aeronautical Center, AC-210. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174.) This supersedes AD 55-20-01, published in 21 F.R. 9538, and AD 65-20-02, Amendment 39-123. Amendment 39-960 was effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated February 3, 1970, which contained this amendment. This Amendment 39-1416 is effective April 24, 1972.
2010-14-12: This amendment adopts a new airworthiness directive (AD) for the Aeronautical Accessories, Inc. (AAI) Low Skid Landing Gear Forward Crosstube (crosstube) installed on the specified helicopters. This action requires replacing certain AAI serial-numbered crosstubes installed on these model helicopters. This amendment is prompted by the discovery of a defect in the raw material used in manufacturing certain crosstubes. The actions specified in this AD are intended to prevent failure of a crosstube and subsequent collapse of the landing gear.
86-24-05: 86-24-05 ROLLS-ROYCE plc (formerly Rolls-Royce Limited): Amendment 39-5458. Applies to Rolls-Royce (R-R) RB211-22B and -524 series turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent intermediate pressure compressor (IPC) rotor and turbine (IPT) disc uncontained failure, remove and inspect or retire from service IPC rotors and IPT disks which were oversped prior to August 13, 1982, using the laboratory inspection referred to in R-R Mandatory Service Bulletin (SB) RB.211-72-5887, Revision 2, dated August 23, 1985, or FAA approved equivalent as follows: (a) For rotors and disks oversped in excess of 115 percent intermediate pressure rotor speed (N2) up to and including 120 percent N2: (1) Inspect for cracks at the first engine shop visit after the effective date of this AD, after having accumulated 4,000 or more cycles since overspeed. (2) Reinspect, thereafter, at intervals not to exceed 4,500 cycles in service.(3) Remove and retire cracked parts from service, prior to further flight, and replace with serviceable parts. (b) Remove and retire from service rotors and disks oversped in excess of 120 percent N2 at the first engine shop visit after the effective date of this AD, after having accumulated 3,000 or more cycles since overspeed. (c) Rotors and disks which have experienced multiple overspeeds are subject to the more stringent requirements of the applicable paragraphs (a) or (b) above for each of the overspeed events. (d) Rotors and disks that have experienced an overspeed that was read on a gauge calibrated only to 110 percent N2, and in the absence of substantiating data as to the magnitude of the overspeed, must be considered as having oversped beyond 120 percent N2 and are subject to the requirements of paragraph (b) above. NOTE: Shop visit is defined as the input of an engine into a repair shop where the subsequent engine maintenance entails one or more of the following: (a) Separation of a major engine flange (lettered or numbered) other than flanges mating with major sections of the nacelle or reverser. Separation of flanges purely for purposes of shipment, without subsequent internal maintenance, is not a "shop visit". (b) Removal of a disk, hub, or spool. (c) Removal of a main or angle gearbox. (d) Removal of fuel nozzles. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. R-R Mandatory SB RB.211-72-5887, identified and described in this document, is 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 this document from the manufacturer may obtain copies upon request to Rolls-Royce plc, Technical Publications Department, P.O. Box 31, Derby DE2 8BJ, England. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 85-ANE-31, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on December 20, 1986.
72-18-02 R1: 72-18-02 R1 ROLLS-ROYCE LTD: Amendment 39-1506 as amended by Amendment 39-4638. Applies to Rolls-Royce DART Mk.506, 510, 511, 514, 515, 525 through 532 and variants series turboprop engines not incorporating Rolls-Royce DART Modification 1625 or 1626 fuel burners. Compliance is required as indicated, unless already accomplished. 1. Compliance for all affected DART engines except the Mk.530 is based on an effective date of August 24, 1972. 2. Compliance for the DART Mk.530 engine is based on an effective date of May 12, 1983. To prevent stress, corrosion, cracking, and failure of fuel burner shroud nuts accomplish the following: (a) At the next disassembly of an engine for cause, after the effective date of this AD, unless already accomplished, comply with paragraph (c). (b) For engines that have been out of service for more than 6 months, that are not stored in a moisture vapor-proof bag for which the humidity indicator shows "SAFE," before returning such an engine to service after the effective date of this AD, unless already accomplished, comply with paragraph (c). (c) Inspect the fuel burner shroud nuts, P/N RK14285, on each fuel burner shroud assembly, P/N RK14283A, in accordance with the following, as applicable: (1) Visually inspect the fuel burner shroud nuts, P/N RK14285, for failure and cracks. If any fuel burner shroud nuts are found failed or cracked, before further flight (i) replace each affected fuel burner shroud assembly, P/N RK14283A, with a serviceable assembly of the same part number or with an equivalent fuel burner shroud assembly that is approved for use in the engine; and (ii) Visually inspect the turbine, combustion chamber, discharge nozzle, and H.P. nozzle guide vanes for evidence of overheating and foreign object damage. If overheating or damage is found that exceeds the limitations in the approved Rolls-Royce maintenance manual for the engine, before further flight repairthe engine in accordance with that manual. (2) Visually inspect the fuel burner shroud nuts, P/N RK14285, for the symbol "H" engraved on a serration that is adjacent to a serration on which the symbol "C" is engraved. If any fuel burner shroud nuts, P/N RK14285, are found that are not so engraved, before further flight comply with subparagraph (c)(3) for those nuts. (3) Inspect one serration of each subject fuel burner shroud nut, P/N RK14285, for hardness and comply with one of the following: (i) If any fuel burner shroud nuts, P/N RK14285, are found that have hardness of 321 Brinnel (10mm-3000KG) or more, before further flight replace each affected fuel burner shroud assembly, P/N RK14283A, with a serviceable assembly of the same part number or with an equivalent fuel burner shroud assembly that is approved for use in the engine. (ii) For fuel burner shroud nuts, P/N RK14285, that are found to have hardness of less than 321 Brinnel (10mm-3000KG), before further flight vibro engrave the symbol "H" on the serration that was inspected in accordance with this paragraph, unless already accomplished, and vibro engrave the symbol "C" on an adjacent serration. Fuel burner shroud assemblies, P/N RK14283A, containing fuel burner shroud nuts, P/N RK14285 so engraved, may be returned to service. (Rolls-Royce DART Service Bulletin No. Da 73-68, dated October 1, 1971, covers this same subject.) Amendment 39-1506 became effective August 24, 1972 This Amendment 39-4638 becomes effective May 12, 1983.
80-03-08: 80-03-08 DeHAVILLAND: Amendment 39-3682. Applies to all DHC-6 model airplanes, certificated in all categories. To prevent possible asymmetric failure of the flap system due to cracking in the flap control rod tubes, accomplish the following: 1. On aircraft Serial Numbers 1 thru 427, within the next 20 hours in service or 30 days, whichever occurs first, after the effective date of this AD, unless previously accomplished within the last 180 hours in service or 60 days, whichever occurred last, visually inspect the tube ends of the rod assemblies, P/N's C6CW 1029-1, C6CW 1051-1 or C6CW 1024-1, and C6CF 1085-1 or -3, with a dye penetrant method using at least a ten power glass. (See WARNING on page 4 of DeHavilland Service Bulletin 6/388, paragraph 4. and paragraphs 5. and 6. of ACCOMPLISHMENT INSTRUCTIONS.) 2. If cracks are found, the rod assembly must be replaced before further flight with rods of the same part number or equivalent inspected and found serviceable in accordance with paragraph 1; or with new rods with the same part number or equivalent; or with new Post-Mod 6/1487 rods, incorporating EO 66818; or Mod 6/1710 and 6/1714 whose part numbers are listed in DeHavilland Service Bullet in No. 6/388, Table I. 3. If cracks are not found, repeat inspection in paragraph 1. within 200 hours in service or 90 days, whichever occurs first, and install flap control rod sleeves in accordance with Service Bulletin 6/388, ACCOMPLISHMENT INSTRUCTIONS, or approved equivalent. Following the installation of sleeves visually inspect using at least a ten power glass, in accordance with Service Bulletin 6/388, Page 9, Figure 1, at intervals not to exceed 400 hours in service or 90 days, whichever occurs first. 4. On aircraft Serial Numbers 1 thru 427, within 1600 hours in service or two years, whichever occurs first, from the effective date of this AD, unless previously accomplished, replace flap control rods listed in column entitled "Pre-Mod 6/1487" with the appropriate rods from the columns entitled "Retrofit Post-Mod 6/1487 Incorp. Mod 6/1710 and 6/1714" or "Post- Mod 6/1710 and 6/1714, New Product Rods", in Service Bulletin 6/388, Table I. Following the replacement, inspect in accordance with requirements in paragraph 6. 5. On aircraft Serial Numbers 428 thru 656 and aircraft Serial Numbers 1 thru 427 incorporating Post-Mod 6/1487 control rods, inspect rod ends in accordance with method in paragraph 1. and accomplish Mod 6/1710 and 6/1714 in accordance with Service Bulletin 6/388 ACCOMPLISHMENT INSTRUCTIONS, or approved equivalent, no later than 800 hours in service or one year, whichever occurs first, from the last inspection. Following the modifications, inspect in accordance with requirements in paragraph 6. 6. On aircraft Serial Numbers 657 and subsequent, visually inspect control rods using at least a ten power glass, in accordance with Service Bulletin 6/388, Page 9, Figure 1, at intervals not to exceed 800 hours in service or one year, whichever occurs first. 7. Report positive findings, including crack length, from any of the above inspections, to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, within 10 days of inspection. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) 8. Equivalent parts and procedures must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 9. Compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. NOTE: DeHavilland Service Bulletin 6/388, can be referred to for Inspection and Replacement Instructions pertaining to this subject. This Directive supersedes Airworthiness Directive 79-10-07. This amendment is effective February 7, 1980.
2021-24-18: The FAA is adopting a new airworthiness directive (AD) for all Viking Air Limited Model DHC-3 airplanes. 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 identifies the unsafe condition as fatigue damage of the wing strut lug fitting components and the fuselage to wing strut attachment (tie-bar). This AD requires determining service life limits for the wing strut fitting on the main spar and for the tie-bar and following instructions for removal and replacement of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2021-25-10: The FAA is adopting a new airworthiness directive (AD) for certain Daher Aerospace (type certificate previously held by SOCATA) (Daher) Model TBM 700 airplanes. 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 unsafe condition that is the subject of the MCAI is ice accumulation on the oil cooler air inlet duct fin. This AD requires modifying the oil cooler air induction duct. The FAA is issuing this AD to address the unsafe condition on these products.
94-15-07: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. Model 206A, 206B, 206L, 206L-1, 206L-3, and 206L-4 series helicopters. This action requires a one-time inspection for cracks in a portion of the main rotor blade (blade) trailing edge and the inboard trim tab, and replacement of the blade or trim tab as necessary. This amendment is prompted by reports of cracks in the blade trailing edge near the inboard trim tab. The actions specified in this AD are intended to prevent failure of a main rotor blade and subsequent loss of control of the helicopter.
92-14-03: 92-14-03 AIRBUS INDUSTRIE: Amendment 39-8285. Docket No. 91-NM-250-AD. Applicability: Model A320 series airplanes on which Modification 22155 has not been accomplished, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a short circuit of the hydraulic fire shut off valve actuator, which could result in the inability to shut off fuel to the engine in the event of an engine fire, accomplish the following: (a) Within 400 hours time-in-service after the effective date of this AD, perform an inspection of the hydraulic fire shut off valve to ascertain the part number (P/N) of the actuator, in accordance with Airbus Industrie All Operator Telex (AOT) 29-04, Revision 1, dated June 1, 1991. (b) If the actuator does not have P/N "E0 1100," without Amendment designation; or P/N "E0 1100, Amendment B": No further action is required. (c) If the actuator has P/N "E0 1100," without Amendment designation;or P/N "E0 1100, Amendment B": Within 400 hours time-in-service after the effective date of this AD, perform an operational test of the fire shut off valve in accordance with Chapter 29-10-00, page 501, of the airplane maintenance manual. (1) If the valve passes the operational test, repeat that operational test at intervals not to exceed 400 hours time-in-service. (2) If the valve fails the operational test, prior to further flight, replace the actuator in accordance with Airbus Industrie All Operator Telex (AOT) 29-04, Revision 1, dated June 1, 1991. (i) If the replacement actuator has P/N "E0 1100, Amendment A"; or P/N "E0 1100, Amendment AB"; or P/N "E0 1100, Amendment C"; or P/N "A06 A00": No further action is required. (ii) If the replacement actuator has P/N "E0 1100," without Amendment designation; or P/N "E0 1100, Amendment B": Repeat the operational test at intervals not to exceed 400 hours time-in-service. (d) Prior to the accumulation of 4,000 hours time-in-service after the effective date of this AD, replace each actuator that has P/N "EO 1100," without Amendment designation; or P/N "EO 1100, Amendment B"; with an actuator having P/N "EO 1100, Amendment A"; or P/N "EO 1100, Amendment AB"; or P/N "EO 1100, Amendment C"; or P/N "A06 A00." Accomplishment of this replacement constitutes terminating action for the repetitive operational tests required by this AD. (e) 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. (f) 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. (g) The inspection and replacement shall be done in accordance with Airbus Industrie All Operator Telex (AOT) 29-04, Revision 1, dated June 1, 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. 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. (h) This amendment becomes effective on August 18, 1992.
2010-14-09: We are adopting a new airworthiness directive (AD) for certain Model 747-100B, 747-200B, 747-200F, 747-300, 747-400, 747-400F, and 747SP series airplanes. This AD requires repetitive detailed and high frequency eddy current inspections of the forward and aft sides of the strut front spar chord for cracks and fractures at each strut location, and corrective actions if necessary. This AD results from reports of cracks and fractures in the nacelle strut front spar chord assembly. We are issuing this AD to detect and correct cracks and fractures of the nacelle strut front spar chord assembly. Fracture of the front spar chord assembly could lead to loss of the strut upper link load path and consequent fracture of the diagonal brace, which could result in in- flight separation of the strut and engine from the airplane.