Results
2010-01-05: The FAA is adopting a new airworthiness directive (AD) for CFM International, S.A. CFM56-7B series turbofan engines. This AD requires initial and repetitive eddy current inspections (ECIs) of certain part number (P/N) low-pressure (LP) turbine rear frames. This AD results from a refined life analysis by the engine manufacturer that shows the need to identify an initial and repetitive inspection threshold for inspecting certain LP turbine rear frames. We are issuing this AD to prevent failure of the LP turbine rear frame from low-cycle-fatigue cracks. Failure of the LP turbine rear frame could result in engine separation from the airplane, possibly leading to loss of control of the airplane.
47-10-02: 47-10-02 LOCKHEED: (Was Mandatory Note 1 of AD-763-3). Applies Only to Model 49 Serial Numbers 2021 to 2054, Inclusive. Compliance required prior to March 1, 1947. Install an AN 3161-P15 (or equivalent) non-trip-free circuit breaker in the elevator tab control circuit. The breaker is to be located in the pilots' control stand, with access through a plate immediately forward of the control quadrant. Minor wiring changes to connect the circuit breaker are also necessary. (LAC Service Bulletin 049/SB-4 covers this same subject.)
99-09-05: This amendment adopts a new airworthiness directive (AD) that is applicable to BHTC Model 230 helicopters. This action requires initial and repetitive visual inspections and verification of the torque of the bolts on the main rotor hub. This amendment is prompted by a report of fatigue cracks around the bolt holes of the main rotor pitch horn (pitch horn) and a cracked main rotor flapping bearing assembly (flapping bearing assembly) on a similar model helicopter. This condition, if not corrected, could result in fretting-induced fatigue cracking of the flapping bearing assembly and around the bolt holes of the pitch horn, loss of the rotor system, and subsequent loss of control of the helicopter.
2010-02-08: 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: During a maintenance inspection before the first flight of the day, an oil leak was found on an engine deck. A circumferential crack on the intermediate bearing return flexible pipe union (pipe part number 9 560 17 606 0) was identified as the origin of the leak. A similar oil pipe union crack was then reported at the same location on another engine, on the same pipe part number. This pipe part number was approved as Modification TU 233 in 2008. Although such cracks have been detected and did not lead to an in-service event, the possibility exists that some additional cracks could occur and may not be detected before the potential complete rupture of theunion. We are issuing this AD to prevent a helicopter engine in-flight shutdown resulting in an emergency auto-rotation landing or accident.
99-01-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires modification of the airplane wiring to separate the electrical inputs sent by the engine interface units (EIU) to certain probe heat computers (PHC). This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent simultaneous loss of heating to pitot probes 1 and 3, which could result in incorrect airspeed indications to both the pilot s and first officer s airspeed indication systems. Malfunction of these systems could result in reduced controllability of the airplane.
62-27-07: 62-27-07 LOCKHEED: Amdt. 521 Part 507 Federal Register December 27, 1962. Applies to All Models 1049C, 1049D, 1049E, 1049G, and 1049H Series Aircraft Which Have Accumulated 20,000 or More Hours' Time in Service and to Aircraft With Less Than 20,000 Hours' Time In Service, Upon the Accumulation of 20,000 Hours' Time In Service. Compliance required as indicated. As a result of fatigue cracking of the wing front spar lower cap and web at wing Station 325, accomplish the following: (a) Unless already accomplished within 1,100 hours' time in service prior to the effective date of this AD all aircraft shall be inspected and repaired or reinforced as necessary within the next 400 hours' time in service following the effective date of this AD, and at periodic intervals thereafter not to exceed 1,500 hours' time in service as follows: (1) Use X-ray film of the AAM type in a double loaded holder. Place the film on the front beam cap horizontal leg on each side of wing Station325 and as close to wing Station 325 as possible. Use a minimum of 60 KV and 5 milliamps at 36 inches focal distance with an exposure time of approximately 3 minutes. The exposure is to be taken at 90 degrees to the wing lower skin. All sealing compound in the area to be inspected must be removed prior to inspection. (i) If no cracks are detected in the forward horizontal leg by the X- ray inspection, inspection of the spar cap and lower main beam web is not required. (ii) If a crack is detected in the forward horizontal leg by the X-ray inspection, inspection of the spar cap and lower main beam web is required. All sealing compound in the area to be inspected must be removed prior to inspection. Inspection of the aft horizontal and vertical leg and inspection of the lower main beam web shall be accomplished by use of either radiographic or dye penetrant method. (2) All aircraft that are inspected in accordance with (a)(1)(i) and are found not to be cracked may be returned to service. Any cracked spar caps or webs shall be repaired in accordance with Lockheed Structural Repair Manual, Report No. 8882, or FAA approved equivalent prior to returning the aircraft to service. Repairs made in this area must be sealed against fuel leakage in accordance with Lockheed Report No. 5909 or FAA approved equivalent. (b) The periodic reinspection may discontinued on aircraft: (1) on which the spar caps are found not to be cracked if such spar caps are reinforced in accordance with Lockheed 1049 Service Bulletin No. 3110, dated March 31, 1961, or FAA approved equivalent; and (2) on which the cap and web are repaired and sealed in accordance with (a)(2). (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed Field Service Letter FS/240885L, dated April 15, 1962, covers this same subject.) This directive effective January 28, 1963.
2010-02-03: 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: * * * * * Engineering analysis using the new calculated loads has shown that the structural integrity of the forward engine mount cannot be guaranteed after either thrust link has accumulated 15500 Flight Cycles (FC). * * * * * A loss of structural integrity of the forward engine mounts could lead to the loss of the load path for the forward engine mount and damage to other engine mount structures, which could result in failure of the forward engine mount, possible separation of the engine from the airplane, damage to the wing, or loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-21-08 R1: We are clarifying information contained in Airworthiness Directive (AD) 2009-21-08, which applies to PIAGGIO AERO INDUSTRIES S.p.A. (Piaggio) Model PIAGGIO P-180 airplanes. AD 2009-21-08 currently requires repetitive functional tests of the manifold system and replacement of any system that does not pass the functional tests (i.e., movement of the steering system). The language in AD 2009-21-08 incorrectly references not passing the functional tests as "movement of the manifold,'' and it should read "movement of the steering system'' as specified in the service bulletin. The notice of proposed rulemaking (NPRM) referenced it as specified in the service bulletin. This document incorporates the intent of the action as already proposed in the NPRM. We are issuing this AD to prevent a potentially dangerous veer along the runway. The steering system must be in the `off' position during landing and takeoff (in this case when airspeed is higher than 60 knots) according to the aircraft flight manual limitations. DATES: The effective date of this AD is December 14, 2009, which is the same as AD 2009-21-08. As of December 14, 2009 (74 FR 57561, November 9, 2009), the Director of the Federal Register approved the incorporation by reference of the following documents listed in this AD: Service information title Page(s) Revision Date PIAGGIO AERO INDUSTRIES S.p.A. Service Bulletin (Mandatory) N. 80 0249. 1 through 9 ........................ Rev. 1 ................................ May 27, 2009. PIAGGIO AERO INDUSTRIES S.p.A. Service Bulletin (Mandatory) N. 80 0249. CONFIRMATION SLIP ..... Rev. 1 ................................ Not Dated. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. Cover ................................. No. D2 ............................... Revised June 16, 2008. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. 1 through 8 ........................ Not Applicable ................... March 1, 2006. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. 201, 202, 204, and 206 through 216. Not Applicable ................... June 16, 2008. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. 203 and 205 ...................... Not Applicable ................... March 1, 2006. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. 501 through 506 ................ Not Applicable ................... March 1, 2006. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. Cover ................................. No. A3 ............................... Revised December 19, 2008. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 1 through 8 ........................ Not Applicable ................... June 30, 2005. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 201, 202, and 207 through 209. Not Applicable ................... December 19, 2008. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 203 and 205 ...................... Not Applicable ................... June 30, 2005. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 204, 206, and 210 through 216. Not Applicable ................... September 14, 2007. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 501 through 506 ................ Not Applicable ................... June 30, 2005.
53-16-01: 53-16-01 BELLANCA: Applies to All Model 14-19 Series Airplanes. Compliance required prior to September 15, 1953, and to be repeated at intervals not to exceed 100 hours flight time. Inspect elevator trim tab system for looseness by checking free play of the trim tab. Total free play of the tab trailing edge at the maximum chord should not exceed 0.20 inch. Excessive free play may be due to excessively worn parts and/or looseness in the adjustment of the trim tab system. Excessive free play can usually be removed by accomplishing the following: Remove retaining pin from trim tab control handle and remove handle. Pull tab control rod as far forward as possible. Add required thickness of shim or washer to take up increased length. Replace handle and pin. Center fabric hinge should also be inspected for deterioration and replaced if necessary. (Bellanca Service Bulletin No. 4 covers the same subject.)
2010-02-04: We are adopting a new airworthiness directive (AD) for certain Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD requires replacing the engine fuel shutoff valves for the left and right main tanks. This AD results from a report of a failed engine start, which was caused by an internally fractured engine fuel shutoff valve. We are issuing this AD to prevent the failure of the valve in the closed position, open position, or partially open position, which could result in engine fuel flow problems and possible uncontrolled fuel leak or fire.
94-11-07: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11-200 and -400 series airplanes, that requires inspection of the landing gear brakes for wear, and replacement of the brakes if the wear limits prescribed in this amendment are not met. This amendment also requires that the specified maximum brake wear limits be incorporated into the FAA-approved maintenance inspection program. This amendment is prompted by an accident in which a transport category airplane executed a rejected takeoff (RTO) and was unable to stop on the runway due to worn brakes; and the subsequent review of allowable brake wear limits for all transport category airplanes. The actions specified by this AD are intended to prevent the loss of brake effectiveness during a high energy RTO.
2009-26-06: The FAA is superseding an existing airworthiness directive (AD) for Honeywell International Inc. ALF502 series and LF507 series turbofan engines with certain fuel manifold assemblies installed. That AD currently requires initial and repetitive on-wing eddy current or in-shop fluorescent penetrant inspections of certain part number (P/N) fuel manifold assemblies for cracks, and replacement of cracked fuel manifolds with serviceable manifolds. This AD continues to require inspecting those fuel manifolds for cracks, adds leak checks of certain additional P/N fuel manifolds, and specifies replacement of the affected manifolds as an optional terminating action in lieu of the repetitive inspections. This AD results from reports of fire in the engine nacelle. We are issuing this AD to detect cracks in certain fuel manifolds and fuel leaks from other fuel manifolds, which could result in a fire in the engine nacelle and a hazard to the aircraft.
96-19-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Fokker Model F28 Mark 1000, 2000, 3000, and 4000 series airplanes. This action requires a one-time inspection to detect cracks of the dimpled lap joints in the fuselage skin, and repair of cracked lap joints. This amendment is prompted by a report indicating that cracks were found at various locations in the outer skin of the dimpled longitudinal lap joints of the fuselage skin. The actions specified in this AD are intended to prevent such cracking, which could result in reduced structural integrity of the fuselage and/or rapid decompression of the airplane.
78-18-04: 78-18-04 BENDIX: Amendment 39-3292. Applies to Bendix D-2000 and D-2200 series magnetos unless previously accomplished. To preclude the loss of ignition, accomplish the following, excepting paragraph (e), within the time specified below or 180 days after the effective date of this AD, whichever occurs first. (a) Rotor-Housing Interference Within the next 10 hours in service, for any of the following serial numbered magnetos, accomplish the, "Detailed Instructions", shown in Service Bulletin No. 590A or an approved equivalent. (1) Red nameplate magnetos exhibiting four hex. head socket cap screws as shown in Service Bulletin No. 590A, Figure 1, having S/N 5145 thru 11744, not prefixed by the letter "A" nor "R". (2) Blue nameplate magnetos exhibiting four hex. head socket cap screws as shown in Service Bulletin Figure 1, having S/N 701001 or below, not prefixed by the letter "A" nor "R". (b) Rear Bearing Overheating. Within the next 10 hours inservice, for any of the following serial numbered magnetos, accomplish the "Detailed Instructions", shown in Service Bulletin No. 600 or an approved equivalent. (1) Red nameplate magnetos, S/N 3001 thru 17509 (including those identified by an "A" or "R" preceding the serial number) not exhibiting the letter "B" stamped approximately in the center of the bottom line of the nameplate. (2) Red nameplate magnetos, S/N X2455 thru X2561 not exhibiting the letter "B" stamped approximately in the center of the bottom line of the nameplate. (3) Blue nameplate (Bendix remanufactured) magnetos, having S/N below 806001, not exhibiting the letter "B" stamped approximately in the center of the bottom line of the nameplate. (c) Capacitor Malfunction Within the next 25 hours in service for red nameplate magnetos below S/N 11744, accomplish Parts I and II of Service Bulletin No. 587 or an approved equivalent unless the stamped letter "S" appears on the nameplate in or nearthe lower right corner. On four cylinder versions, S/N 8618 thru 9823 and on six cylinder versions, S/N 7544 thru 9823, also accomplish Part III, or an approved equivalent. (d) Coil Retainer Plug Migration. Within the next 25 hours in service, for red nameplate magnetos below S/N 4400, accomplish the instructions of Part 1 "Detailed Inspection" procedure for threaded tapered plug, 10-382649, Paragraph Nos. 1 and 2, of Service Bulletin No. 584B or an approved equivalent. (e) Coil Retaining Devices Compliance with this paragraph is required at the expiration of 24 months after the effective date of this AD or the following specific periods whichever occurs first, unless previously accomplished. (1) On magnetos having less than 1800 hours in service since new or last overhaul on the effective date of this AD, accomplish Paragraph (e)(3) before accumulation of 2000 hours in service. (2) On magnetos having more than 1800 hours in service since new or lastoverhaul on the effective date of this AD, accomplish Paragraph (e)(3) within the next 200 hours in service. (3) Install Bendix Coil Securing Kit, P/N 10-382939 per Service Bulletin No. 584B, Part No. 2, "Detailed Housing Modification Procedure" or Part No. 3, "Detailed Disassembly and Detailed Reassembly Instructions" as specified in Part Nos. 2 or 3 "General Instructions", or an approved equivalent. (f) Equivalent inspections and procedures must be approved by the Chief of the Engineering & Manufacturing Branch, AEA-210, Federal Aviation Administration (FAA) Eastern Region. (g) As permitted by FAR 21.197 aircraft may be flown to a base where maintenance required by this Airworthiness Directive can be accomplished. This amendment supersedes AD 77-17-07. This amendment is effective September 9, 1978.
2010-01-11: 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: Excessive wear and tear of the backlash remover mechanism has been found several times on Goodrich Part Number (P/N) 23400-3B and P/N 23400-7 elevator booster control units (BCU), while corrosion has been found on some components in other BCU. The wear and tear may result in a (partly) blocked operation of the elevator system in the normal (hydraulic) mode, while any corrosion may result in deteriorated elevator control when the BCU is in MANUAL mode. * * * * * The unsafe condition is wear and tear, and corrosion of the backlash remover mechanism, which can cause a (partly) blocked operation of the elevator system in the normal (hydraulic) mode and deteriorated elevator control when the BCU is in MANUAL mode, which could result in loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-26-15: 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: It has been found the possibility of some aluminum fasteners having been installed instead of titanium ones at bulkhead 1 of the LH (left-hand) and RH (right-hand) pylons of some [Embraer ERJ 170 and] Embraer ERJ 190 aircraft models. * * * * * * * * The unsafe condition for Model 170 airplanes is structural damage in the case of bird impact in the region of bulkhead 1 of the pylons, which could adversely affect continued safe flight and landing. The unsafe condition for Model 190 airplanes is damage to the hydraulic lines and electrical generator power cables in the case of bird impact in the region of bulkhead 1 of the pylons, which might lead to presence of fire without indication to the flightcrew. We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-10-09 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. That AD currently requires revising the FAA-approved maintenance program to incorporate new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires an initial inspection to phase in certain repetitive AWL inspections, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. That AD results from a design review of the fuel tank system. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
91-11-11: 91-11-11 SHORT BROTHERS: Amendment 39-7009. Docket No. 91-NM-11-AD. Applicability: Model SD3-60 series airplanes, equipped with PT6A-67R engines with Fuel Control Unit (FCU), Part Number (P/N) 3037319, certificated in any category. Compliance: Required within 30 days after the effective date of this AD, unless previously accomplished. To prevent the pilot from inadvertently selecting propeller pitch settings below the flight idle setting while in flight, thereby adversely affecting airplane controllability, accomplish the following: A. Shorten the existing ground/air lever spool spindle P/N SD3-47-1130xA, in accordance with Shorts Service Bulletin SD360-76-11, dated October 1990. NOTE: This service bulletin references Pratt and Whitney Service Bulletin No. 14017, Revision 1, dated August 16, 1989, for additional instructions. 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. NOTE: The request should 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 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-7009, AD 91-11-11) becomes effective on July 1, 1991.
2010-02-02: 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: Several occurrences of untimely radio-altimeter lock-up have been reported, where the failed radio-altimeter indicated a negative distance to the ground despite the aircraft was flying at medium or high altitude. A locked radio-altimeter 1 leads to untimely inhibition of warnings that could be displayed along with certain abnormal conditions while the avionic system switches into landing mode during altitude cruise. * * * * * [Untimely radio-altimeter lock-up] may cause the crew to be unaware of possible system failures that could require urgent crew's actions. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-11-08: 76-11-08 AVIONS MARCEL DASSAULT-BREGUET AVIATION (AMD/BA): Amendment 39-2633. Applies to Model Falcon 10 airplanes, certificated in all categories, which incorporate General Electric (GE) Model 2CM504D1 or 2CM504D1A starter-generators. Compliance is required as indicated. To prevent a possible loss of electrical power to the airplane, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 40 hours time in service, and thereafter at intervals not to exceed 50 hours time in service from the last inspection, comply with the following: (1) Remove the starter-generator, GE Model 2CM504D1, or 2CM504D1A. (2) Inspect the brushes, and replace them as necessary, in accordance with paragraph 2.B. of GE Service Bulletin No. 2CM504D1/D1A-24-01, dated May 15, 1975, or an FAA-approved equivalent. (3) Inspect the drive-end bearing for radial play in accordance with the procedures specified in paragraphs 2.A.(1) through 2.A.(4) of the section entitled "Accomplishment Instructions" of GE Service Bulletin No. 2CM504D1/DIA-24-01, dated May 15, 1975, or an FAA-approved equivalent, and determine the average radial play for the three measurements required. (b) If the average radial play determined in accordance with an inspection specified in paragraph (a)(3) of this AD, exceeds 0.0020 inch (0.051 mm), before further flight, replace the starter-generator, with either - (1) A serviceable starter-generator GE Model 2CM504D1 or 2CM504D1A or an FAA-approved equivalent part. Prior to installation, inspect the replacement starter- generator in accordance with paragraph (a) of this AD, and, thereafter, continue to inspect in accordance with that paragraph; or (2) A starter-generator of improved design, GE Model 2CM504D1D, or an FAA-approved equivalent part. (c) The inspections specified in paragraph (a) of this AD may be discontinued upon the installation of a starter-generator GE Model 2CM504D1D or an FAA-approved equivalent part. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o U.S. Embassy, A.P.O. New York, N.Y. 09667, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the change for that operator. This amendment becomes effective June 15, 1976.
2008-11-01 R1: The FAA is revising an existing airworthiness directive (AD), which applies to certain Model 767-200, -300, -300F, and -400ER series airplanes. That AD currently requires revising the FAA-approved maintenance program to incorporate new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires an initial inspection to phase in certain repetitive AWL inspections, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on- airplane fuel tank system components. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
93-08-10: 93-08-10 BRITISH AEROSPACE, REGIONAL AIRCRAFT LIMITED: Amendment 39-8557. Docket No. 93-CE-29-AD. Applicability: Jetstream Models 3101 and 3201 airplanes (all serial numbers), certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent main cabin door failure and separation of the door in flight, which could result in occupant decompression injuries, ejection of the occupant from the airplane, or loss of control of the airplane, accomplish the following: (a) Incorporate whichever of the following Jetstream Aircraft Limited advance amendment bulletins (AAB) that applies into the appropriate sections of the applicable airplane flight manual (AFM): Model AFM AAB Jetstream 3101 HP.4.10 8 Jetstream 3201 HP.4.16 5 These AAB's specify procedures for certain preflight main cabin door checks, and correction of any problem found. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. 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. (d) The documents referenced in this AD may be obtained from Jetstream Aircraft Limited, Manager Product Support, Prestwick Airport, Ayrshire, KA9 2RW Scotland; or Jetstream Aircraft Inc., Librarian, P.O. Box 16029, Dulles International Airport, Washington, DC, 20041-6029. This information may also be examined at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 14, 1993.
93-21-01: 93-21-01 FOKKER: Amendment 39-8715. Docket 92-NM-154-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11244 through 11363, inclusive, and 11408; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the occurrence of overheated brakes and blown tires, which would lead to loss of braking performance and may cause the loss of directional control of the airplane while it is on the ground, accomplish the following: (a) For the airplane having serial number 11408: Within 7 months after the effective date of this AD, remove the hydraulic system 1 return filter, having part number QA05775; and install an improved system 1 return filter, having part number QA07236; in accordance with Fokker Service Bulletin SBF100-29-021, Revision 2, dated December 22, 1992. (b) For airplanes having serial number 11244 through 11363, inclusive: Within 7 months after the effective date of this AD, removethe hydraulic systems 1 and 2 return filters, having part numbers QA05775 and QA05777, respectively; and install improved systems 1 and 2 return filters, having part numbers QA07236 and QA07237, respectively; in accordance with Fokker Service Bulletin SBF100-29- 021, Revision 1, dated July 3, 1992; or Revision 2, dated December 22, 1992. (c) As of the effective date of this AD, no person shall install hydraulic systems 1 and 2 return filters, part numbers QA05775 and QA05777, respectively, on any airplane. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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 approvedalternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The removal and installation shall be done in accordance with Fokker Service Bulletin SBF100-29-021, Revision 1, dated July 3, 1992; and Fokker Service Bulletin SBF100-29-021, Revision 2, dated December 22, 1992; as applicable. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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.(g) This amendment becomes effective on November 26, 1993.
90-13-10: 90-13-10 FOKKER: Amendment 39-6636. Docket No. 90-NM-43-AD. Applicability: Model F27 series airplanes, Serial Numbers 10102 through 10684, 10686, 10687, and 10689 through 10692, certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent loss of cockpit voice recorder and flight data recorder information, accomplish the following: A. Modify the voice recorder by installing wiring, an impact switch, a power relay, and a circuit breaker, in accordance with Fokker Service Bulletin F27/23-27, dated August 14, 1989. B. Modify the flight data recorder by installing wiring, an impact switch, a power relay, and a circuit breaker, in accordance with Fokker Service Bulletin F27/31-11, dated August 14, 1989. C. An 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, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region, and a copy sent to the cognizant FAA Principal Maintenance Inspector (PMI). The PMI will then forward comments or concurrence to the Standardization Branch, ANM-113. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6636, AD 90-13-10) becomes effective on July 23, 1990.
2010-01-09: We are adopting a new airworthiness directive (AD) for certain Model 737-300, -400, and -500 series airplanes. This AD requires repetitive external non-destructive inspections to detect cracks in the fuselage skin along the chem-mill step at stringers S-1 and S-2 right, between station (STA) 827 and STA 847, and repair if necessary. This AD results from a report of a hole in the fuselage skin common to stringer S-1 and S-2 left, between STA 827 and STA 847 on an airplane that diverted to an alternate airport due to cabin depressurization and subsequent deployment of the oxygen masks. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin panels at the chem-milled steps, which could result in sudden fracture and failure of the fuselage skin panels, and consequent rapid decompression of the airplane.