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2015-16-07 R1: We are adopting a new airworthiness directive (AD) for REIMS AVIATION S.A. Model F406 airplanes. This AD revises AD 2015-16-07, which required inspection of the left-hand and right-hand rudder control pedal torque tubes, and, depending on findings, replacement with a serviceable part. This AD retains the actions of AD 2015-16-07 and adds additional acceptable serviceable replacement parts. The AD was prompted by reports of detachment of the pilot's rudder control pedal in flight. We are issuing this AD to require actions to address the unsafe condition on these products.
76-10-04: 76-10-04 START & FLUG: Amendment 39-2612. Applies to H101 "Salto" gliders, certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the cockpit canopy locking device and the consequent inability of the pilot to use his parachute, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, either (1) Install an operating limitations placard on the instrument panel in full view of the pilot to read as follows: "ACROBATIC MANEUVERS PROHIBITED;" or (2) Modify the cockpit canopy fastening mechanism by installing polyamide stop blocks on both canopy fastening mechanisms in accordance with Start & Flug GmbH Technical Note No. 101-8, dated May 1, 1974 and Drawing No. 101-14-34, undated, or FAA-approved equivalents. (b) The placard specified in paragraph (a)(1) of this AD, if installed, may be removed upon the incorporation of the modification described in paragraph (a)(2) of this AD. This amendment becomes effective May 27, 1976.
2000-18-13: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter Canada Ltd. Model BO 105 LS A-3 helicopters. That AD currently requires, before further flight, creating a component log card or equivalent record and determining the calendar age and number of flights on each tension-torsion (TT) strap, and inspecting and removing, as necessary, certain unairworthy TT straps. This amendment establishes a life limit for certain main rotor TT straps. This amendment is prompted by an accident in which a main rotor blade (blade) separated from a Eurocopter Deutschland GMBH (ECD) Model MBB-BK 117 helicopter due to fatigue failure of a TT strap. The same part-numbered TT strap is used on the Model BO 105 LS A-3 helicopters. The actions specified by this AD are intended to prevent fatigue failure of a TT strap, loss of a blade, and subsequent loss of control of the helicopter.
85-17-07: 85-17-07 CESSNA: Amendment 39-5125. Applies to the following Cessna airplanes certificated in any category: MODEL SERIAL NUMBER U206F/TU206F S/N U20601071 thru U20603521 U206G/TU206G S/N U20603522 thru U20604649 207/T207 S/N 20700001 thru 20700315 207A/T207A S/N 20700363 thru 20700767 Compliance: Required within the next 100 hours time-in-service after the effective date of this AD unless already accomplished. To prevent a possible failure in the wing rear spar on airplanes that have had the full spar or inboard end of the spar replaced, accomplish the following: (a) Visually inspect the airplane in accordance with Cessna Single Engine Service Bulletin SEB85-9 dated May 3, 1985. If the P/N 1222111-1 doubler is missing, prior to further flight repair the spar in accordance with SEB85-9. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent method of compliance with this AD may be used if approved by Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the document referred to herein upon request to Cessna Aircraft Company, Post Office Box 1521, Wichita, Kansas 67201 or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on September 30, 1985.
2000-18-09: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron, Inc. (BHTI) Model 412, 412EP, and 412CF helicopters. This AD requires inspecting the upper left-hand cap angle (cap angle) and adjacent structure for a crack and, before further flight, replacing any cracked cap angle and repairing any crack in the adjacent structure. This AD is prompted by a report of a fatigue crack in a tailboom attachment cap angle. The actions specified in this AD are intended to prevent failure of a cap angle, loss of the tailboom, and subsequent loss of control of the helicopter.
2000-18-10: This amendment adopts a new airworthiness directive (AD) for Kaman Model K-1200 helicopters. This action requires replacing certain unairworthy sprag clutches with airworthy sprag clutches. This amendment is prompted by two incidents of sprag clutch failure during external load operations. The actions specified in this AD are intended to prevent a malfunctioning transmission clutch, loss of drive to the main rotor system, and subsequent loss of control of the helicopter.
79-20-04: 79-20-04 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-3576. Applies to all L-1011-385-1, L-1011-385-1-14, and L-1011-385-1-15 series airplanes certificated in all categories. Compliance required as indicated. To provide a warning to the flight crew of an occurrence of a potentially hazardous jam in the elevator drive system prior to takeoff, and thus prevent takeoff with a possible jammed elevator drive system on the horizontal stabilizer of the primary pitch control system which can result in degradation of the airplane controllability, accomplish the following: (a) Within the next ten (10) days after the effective date of this AD, unless the elevator drive system jam warning system of paragraph (b) is installed and is operational on all aircraft of each operator's fleet, initiate the following check program: (1) Prior to each takeoff, conduct an exterior visual check of the elevator/stabilizer surface positions after the full aft controls check and with the control column full forward to assure there is no obvious discrepancy between elevator positions. The pilot-in- command shall be informed of the results of this check. NOTE: This check can be accomplished with any one single hydraulic system pressurized by any main hydraulic system pump. (2) If obvious discrepancy is noted, correct prior to further flight. (3) No further full aft control column movement may be performed prior to takeoff. A placard must be installed in the flight station in full view of the pilot to inform the pilot of the requirements of this subparagraph. (b) On or before July 1, 1981, unless already accomplished, install the elevator drive system jam warning system in accordance with FAA approved Lockheed-California Company Service Bulletin 093-27-174, dated August 3, 1979. The visual exterior checks of paragraph (a), above, may be discontinued upon installation and operation of the warning system on all aircraft of each operator's L-1011 fleet. (c) All elevator surface jam conditions indicated by the warning system of paragraph (b) must be corrected prior to further flight. (d) If the elevator drive system jam warning system is not fully operative prior to initiation of flight operations, the aircraft may be allowed to dispatch provided the visual exterior check of paragraph (a) is accomplished. (e) Alternative checks, installations or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective October 11, 1979.
2000-18-02: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Models A65, A65-8200, 65-B80, 70, 95-A55, 95-B55, 95-C55, D55, E55, 56TC, A56TC, 58, 58P, 58TC, 95-B55B (T42A) airplanes. This AD requires replacement of certain elevator skin assemblies that Raytheon shipped from January 1, 1999, through December 31, 1999, and prevents the future installation of these elevator skin assemblies. This AD authorizes the pilot to check the logbooks to determine whether one of these elevator skin assemblies is installed. This AD is the result of reports that certain elevator skin assemblies did not receive a 250-degree Fahrenheit bake operation after corrosion treatment, thus making the skin susceptible to separation from the elevator assembly. The actions specified by this AD are intended to detect and correct potential elevator skin separation, which would lead to a reduction in static strength capability with continued operation. This could then result in potential airplane flutter with consequent loss of control of the airplane. The Federal Aviation Administration (FAA) must receive any comments on this rule on or before October 27, 2000.
2000-18-06: This amendment adopts a new airworthiness directive (AD), that is applicable to Allison Engine Company AE 3007A and AE 3007C series turbofan engines with certain full authority digital electronic controls (FADEC's), listed by hardware serial number (SN), installed. This action requires inspections of installed FADEC's before further flight to be sure that no more than one engine with suspect FADEC's is installed on the same airplane, and eventual replacement of all of the suspect FADEC's with serviceable FADEC's. This amendment is prompted by reports of uncommanded in-flight shutdowns of engines. The actions specified in this AD are intended to prevent an uncommanded in-flight engine shutdown and the potential for an in-flight dual-engine shutdown caused by a potential hardware failure mode in some AE 3007 series FADEC's.
97-12-01: 97-12-01 CESSNA AIRCRAFT COMPANY: Amendment 39-10044. Docket 97-NM-101-AD. Applicability: Model 650 airplanes, having serial numbers 650-0174 through 650-0241 inclusive, 650-7001 through 650-7006 inclusive, and 650-7008 through 650-7076 inclusive, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been otherwise modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent electrical arcing of the alternating current wire and consequent fire hazard, accomplish the following: (a) Within 25 hours time-in-service after the effective date of this AD, accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD, in accordance with the Accomplishment Instructions of Cessna Service Bulletin SB650-24-57, dated May 15, 1997. (1) Perform a visual inspection to detect discrepancies (i.e., improper clearance, wear, and damage) of the wire bundle assembly from point 1 to point 2, in accordance with the service bulletin. If any discrepancy is detected, prior to further flight, replace the wire bundle assembly with a new wire bundle assembly or install a spiral wrap, as applicable, in accordance with the service bulletin. (2) Perform a visual inspection to detect discrepancies (i.e., chafing, rubbing, nicks, scratches, and burn marks) of the hydraulic pump suction line in the area above the baggage compartment, in accordance with the service bulletin. If any discrepancy is detected, prior to further flight, repair it in accordance with the service bulletin. (3) Modify the supports for the wire bundle cable assembly and the supports for the hydraulic pump suction line in accordance with the service bulletin. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Wichita Aircraft Certification Office (ACO), FAA, Small Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Wichita ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections and modification shall be done in accordance with Cessna Service Bulletin SB650-24-57, dated May 15, 1997. 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 Cessna Aircraft Co., P.O. Box 7706, Wichita, Kansas 67277. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Wichita Aircraft Certification Office, Small Airplane Directorate, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on June 19, 1997.
97-23-11: 97-23-11 DORNIER: Amendment 39-10199. Docket 96-NM-219-AD. Applicability: Model 328-100 series airplanes, serial numbers 3005 through 3063 inclusive, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent the accumulation of slush in the main landing gear (MLG) bay areas that could freeze and interfere with the landing gear and result in it becoming inoperative, accomplish the following: (a) Within 90 days after the effective date of this AD, modify the MLG bay areas by installing additional slush protection covers in those areas in accordance with Dornier Service Bulletin SB-328-30- 132, dated October 11, 1995. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, International Branch, ANM-116, 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 International Branch, ANM-116. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the International Branch, ANM-116. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with Dornier Service Bulletin SB-328- 30-132, dated October 11, 1995. 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 Dornier Deutsche Aerospace, P.O. Box 1103, D-82230 Wessling, Federal Republic of Germany. 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. NOTE 3: The subject of this AD is addressed in German airworthiness directive 95-412, dated November 2, 1995. (e) Thisamendment becomes effective on December 17, 1997.
2015-22-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a report of skin disbonding on a composite side shell panel of a rudder. This AD requires an inspection to determine if any rudder composite side shell panel has been repaired, a thermography inspection of each rudder that has received this repair, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct skin disbonding on the rudder, which could affect the structural integrity of the rudder, possibly resulting in reduced control of the airplane.
2015-23-02: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model AB412 helicopters. This AD requires inspecting the filters installed on the pressure lines of utility hydraulic systems for metal particles. This AD is prompted by a report of a pump failure on the hydraulic external hoist caused by metal particles. These actions are intended to detect metal particles in the filter of the pressure line and prevent the pumps' failure, which could lead to a hoisting accident and injury to persons.
2000-18-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747 series airplanes powered by Pratt & Whitney JT9D-7 series engines. This action requires inspection of the lugs on the bulkhead fitting of the rear engine mount, and corrective action, if necessary. This action is necessary to detect and correct bushing migration, corrosion, or cracking of the lugs on the bulkhead fitting of the rear engine mount, which could result in separation of the engine from the airplane. This action is intended to address the identified unsafe condition.
2015-22-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of spoiler and elevator computer (SEC) latent failures; an undetected loss of a SEC in flight will result in loss in redundancy for elevator control. This AD requires revising the After Start Normal Procedures section of the airplane flight manual (AFM) to provide procedures that will address this loss of redundancy. We are issuing this AD to ensure that the flightcrew has procedures to address loss of redundancy of SEC 1 and SEC 2. A SEC failure, in conjunction with a loss of trimmable horizontal stabilizer (THS) electrical control due to jamming or rupture, could result in failure of an elevator and aileron computer, and consequent loss of elevator control and reduced control of the airplane.
68-08-08: 68-08-08 LYCOMING: Amendment 39-584. Applies to VO, IVO-360 Series: VO, TVO-435 Series; IGSO-480 Series excluding models IGSO-480-A1D6, -A1E6, -A1G6; VO, IVO, TIVO-540 Series engines which incorporate the P/N 76289 hydraulic valve lifter. Compliance required as indicated. To prevent further valve failures replace hydraulic lifter P/N 76289 with P/N 78289 at the time in service specified below: (a) TVO-435, VO-540, IVO-540, and TIVO-540 Series engines shall comply within 50 hours' time in service after the effective date of this AD. (b) VO-360, VO-435, and IGSO-480 Series engines with less than 600 hours' time in service on P/N 76289 as of the effective date of this AD, shall comply prior to the accumulation of 650 hours' time in service on P/N 76289. (c) VO-360, IVO-360, VO-345, and IGSO-480 Series engines with 600 or more hours' time in service on P/N 76289 as of the effective date of this AD shall comply within the next 50 hours' time in service. (NOTE: Lycoming Service Bulletin No. 314A provides serial numbers of new and factory remanufactured engines which have the P/N 76289 hydraulic valve lifter.) This amendment effective May 19, 1968.
2015-22-08: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, and A320 series airplanes. This AD was prompted by a cracked upper cardan in the main landing gear (MLG). This AD requires revising the maintenance or inspection program, as applicable, to reduce the life limits for the MLG upper cardan for certain installations. We are issuing this AD to prevent failure of the upper cardan in the MLG, which could result in MLG collapse and subsequent damage to the airplane and injury to occupants.
2000-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 and 767 series airplanes, that requires repetitive functional tests of the directional pilot valve (DPV) of the thrust reversers to detect pneumatic leakage, and corrective action, if necessary. This amendment is prompted by a report of a latent failure mode of the fail-safe features of the thrust reverser system identified as possible leakage of the DPV that is due to a poppet being jammed slightly open or a leaking o-ring. The actions specified by this AD are intended to ensure the integrity of the fail-safe features of the thrust reverser system by preventing possible failure modes, which could result in inadvertent deployment of a thrust reverser during flight, and consequent reduced controllability of the airplane.
79-02-06: 79-02-06 CESSNA: Amendment 39-3395. Applies to Cessna Model 152 (Serial Numbers 15279406 through 15282919) and Model A152 (Serial Numbers A1520735 through A1520845) airplanes having Cessna original equipment type exhaust systems installed. COMPLIANCE: Required as indicated unless already accomplished. To preclude contamination of cabin heater air with carbon monoxide, accomplish the following: A) Before next flight, except that the airplane may be flown with the cabin heat in the "OFF" position to a location where this inspection may be accomplished: 1. Unless previously accomplished per AD 78-21-01, visually inspect the clearance between the exhaust pipe and cowl opening. Minimum clearance must be .375 inch in the fore and aft direction and .625 inch in the lateral direction with a smooth transition between. Enlarge cowl opening as required to obtain this clearance. 2. Visually inspect the interior of the heater muffler, through the tailpipe, for the presence of a perforated baffle system using a flashlight or other aid to illuminate the interior of the heater muffler. If no baffle system is present, the heater muffler is acceptable and the further inspections and actions required by paragraph A)3 of this AD are not required. If an internal baffle system is present, remove the cowling to gain access to the exhaust system. Determine whether the exhaust system is a KMR Industries Part Number 1-1000, or an Alternate Elano Part Number EL099001-060 by examination of the nameplate which is located between the hose connections on the aft side of the heater shroud on the KMR system or comparison of the exhaust system configuration with those depicted in Figures 64 and 65 of the Model 152 and A152 Illustrated Parts Catalog. If the system is the Alternate Elano system, the present heater muffler is acceptable and the further inspections and actions specified in paragraph A)3 of this AD are not required. 3. If the exhaust system is a KMR Industries assembly: a) Prior to further flight, safety wire the cabin heat valve control arm in the closed position by securing it to the engine mount using .032 diameter safety wire. b) Within the next 10 hours time-in-service and within each 50 hours time-in-service thereafter: 1. Remove the engine cowling and the KMR Industries heat exchanger shroud. 2. Using a 5-power, or greater, magnifying glass, visually inspect the heater muffler can for any cracks around the tailpipe and along the three lines of spot welds on the surface of the heat exchanger can itself. 3. If the heater muffler can is found cracked, prior to next flight: (i) Replace it with a heater muffler having a serial number 4000 or above; or (ii) Repair and reinstall heater mufflers having cracked or completely pulled-through spot welds and/or closed cracks that do not extend under the end plates and do not exceed 3 inches continuous length, by heli-arc weldingin accordance with the following: 1. Use rod material compatible with titanium stabilized 321 stainless steel. 2. It is not necessary to reattach the can to the baffle at pulled-through spot welds if the can and baffle are separated. In this case, it is only necessary to close the hole or crack in the can at the spot weld location. 3. Disconnect the hose between the heat exchanger shroud and the firewall cabin heat valve at the cabin heat valve and safety wire it to the engine mount tube so that 1.5 inches of the hose extends below the fuselage through the cowl air exit hole and to the right of the nose gear. Install the hose clamp on the valve end of the hose so that it grips the wire supported section of the hose. Route the safety wire between the clamp and the hose to secure the clamp and hose to the engine mount. 4. After installation of a new KMR Industries heater muffler having a serial number 4000 or above, obliterate the existing exhaust system serial number located on the nameplate attached to the shroud. B) Upon installation of a KMR Industries heater muffler can having a serial number 4000 or above and incorporation of a dam in the heat exchanger shroud in accordance with Cessna Service Kit 152-3, the cabin heat system may be reactivated and the inspection required by Paragraph A)3.b) discontinued. NOTE: (The serial number will be stamped on a flange of the replacement heat exchanger can.) C) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Cessna Service Letter SE78-71 dated December 1, 1978, or later revisions, pertains to this subject. This AD supersedes AD 78-21-01 which became effective October 6, 1978 (43 FR 49298, 49299) to all persons except those to whom it had already been made effective by airmail letter from the FAA dated September 18, 1978. This amendment becomes effective on January 25, 1979 to all persons except those to whom it has already been made effective by airmail letter from the FAA dated December 1, 1978.
2015-22-04: We are adopting a new airworthiness directive (AD) for all Fiberglas-Technik Rudolf Lindner GmbH & Co. KG Models G103 TWIN ASTIR, G103 TWIN II, and G103A TWIN II ACRO gliders. 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 a broken bell-crank installed in the air brake control system. We are issuing this AD to require actions to address the unsafe condition on these products.
91-04-05: 91-04-05 BRITISH AEROSPACE: Amendment 39-6889. Docket No. 90-NM-235-AD. Applicability: Model ATP series airplanes, Serial Numbers 2002 through 2018, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the loss of all DC electrical power, accomplish the following: A. Within 60 days after the effective date of this AD, disconnect the stall warning contoured airframe heaters from the essential 28V DC busbars and reconnect them to the nonessential busbars, in accordance with the Accomplishment Instructions in British Aerospace Service Bulletin ATP-27-18, Revision 1, dated January 31, 1990. B. 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, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence 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 British Aerospace, PLC, Librarian for Service Bulletins, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington 98055-4056. This amendment (39-6889, AD 91-04-05) becomes effective on March 18, 1991.
2015-17-21: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-535E4-37, RB211-535E4-B-37, and RB211-535E4- C-37 turbofan engines. This AD requires reducing the cyclic life limits for certain high-pressure turbine (HPT) disks, removing those disks that have exceeded the new life limit, and replacing them with serviceable parts. This AD was prompted by RR updating the life limits for certain HPT disks. We are issuing this AD to prevent failure of the HPT disk, which could result in uncontained disk release, damage to the engine, and damage to the airplane.
2000-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 767-200, -300, and -300F series airplanes. This action requires a functional check of the shear rivets in all six elevator power control actuator (PCA) bellcrank assemblies to determine the condition of the shear rivets, and replacement or rework of the bellcrank assemblies, if necessary. This action is necessary to detect and correct any failed or partially yielded shear rivets of the elevator PCA bellcrank assemblies. Failure of two bellcrank assemblies on one side can result in that single elevator surface moving to a hardover position independent of pilot command resulting in a significant pitch upset recoverable by the crew. Failure of three bellcrank assemblies on one side may result in loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
79-19-12: 79-19-12 CESSNA: Amendment 39-3574. Applies to Model 441 (Serial Numbers 441-0001 through 441-0109) airplanes. COMPLIANCE: Required as indicated unless already accomplished. To preclude an unplanned engine stoppage, accomplish the following: A) Prior to the next flight 1) Rewire the engine control wiring in accordance with the instructions provided by Cessna Propjet Service Information Letter PJ79-27, dated July 30, 1979. 2) Temporarily insert the following procedures, which supersede the existing procedures of the same subject in Section 4 of Revision 6 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, and operate the airplane in accordance with these insertions: GROUND OPERATIONS ENGINE CLEARING PROCEDURE Natural draining of fuel and fuel vapors from the engine will occur by allowing the engine to remain static for a minimum of three minutes. If a motoring procedure is preferred: 1. Battery Switch - ON.2. Engine Stop Button - PUSH momentarily to close electric fuel shutoff. 3. Ignition Override Switch - CHECK OFF. 4. Propeller - CLEAR and on start locks. CAUTION: Use of the Starter Motor Switch prior to pushing the engine stop button will result in unwanted fuel in the engine and a possible engine start-up. Ensure that fuel and ignition are shut off prior to activating the Starter Motor Switch. 5. Starter Motor Switch - LIFT cover guard and hold switch in desired position until engine reaches 15% RPM. 6. Battery Switch - OFF. NOTE: Do not attempt a restart until EGT is less than 200 degrees C. Do not exceed starter duty cycle presented in Section 2. INFLIGHT ENGINE CLEARING PROCEDURE NOTE: The STARTER MOTOR switch is deactivated in flight. Engine rotation is accomplished through use of the unfeathering pump switch. Natural draining of fuel and fuel vapors from the engine will occur by allowing the engine to remain static for a minimum of 30 seconds. 1. Engine Stop Button - PUSH momentarily to close electric fuel shutoff. 2. Ignition Override Switch - CHECK OFF. 3. Condition Lever - TAKEOFF, CLIMB AND LANDING. CAUTION: Use of the Unfeathering Pump Switch prior to pushing the engine stop button will result in unwanted fuel in the engine and a possible engine start-up. Ensure that fuel and ignition are shut off prior to activating the Unfeathering Pump Switch. Do not allow the engine to continuously NTS between 18% and 28% RPM. 4. Unfeathering Pump Switch - ACTUATE and hold until 10% to 15% RPM is achieved. 5. Condition Lever - EMER. SHUTOFF. NOTE: Do not attempt a restart until EGT is less than 200 degrees C. NOTE: This Airworthiness Directive, or a duplicate thereof may be used as a temporary amendment to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual and carried in the aircraft as a part of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual until replaced by a permanent copy of Revision 7, dated August 7, 1979, to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, which is attached to Cessna Propjet Service Information Letter PJ79-24, dated August 7, 1979. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This amendment becomes effective October 1, 1979.
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.