Results
2017-01-01: We are superseding airworthiness directive (AD) 2014-05-25 for all Rolls-Royce plc (RR) RB211-Trent 970-84, RB211-Trent 970B-84, RB211-Trent 972-84, RB211-Trent 972B-84, RB211-Trent 977-84, RB211- Trent 977B-84, and RB211-Trent 980-84 turbofan engines. AD 2014-05-25 required inspections of the low-pressure turbine (LPT) exhaust case and support assembly or tail bearing housing (TBH) to detect cracks or damage. This AD modifies the inspection schedule for the affected engines and adds an optional terminating action. This AD was prompted by RR performing additional analysis of inspection results and determining that the existing inspections need to be modified. We are issuing this AD to correct the unsafe condition on these products.
2010-24-02: 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: A design review has shown that the Lightning Sensor System (LSS) antenna which is optionally installed on certain Falcon 7X aeroplanes might, in the event of belly or gear-up landing, puncture the rear fuel tank, which could result in fuel leakage and post- landing fire. We are issuing this AD to require actions to correct the unsafe condition on these products.
2001-17-14: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International (CFMI) CFM56-5C4/1 series turbofan engines. This action requires that the LPT conical support, P/N 337-002-407-0, installed in CFM56-5C4/1 engines, be removed from service at or before reaching the cyclic life limit of 9,350 cycles-since-new (CSN). This amendment is prompted by the discovery of an error in the Time Limits Section of Chapter 5 of the CFM56-5C Engine Shop Manual. The manual incorrectly lists the published cyclic life limit of the CFMI CFM56-5C4/1 LPT conical support, (P/N) 337-002-407-0, as 15,000 CSN, rather than the certified value of 9,350 CSN. The actions specified in this AD are intended to prevent LPT conical supports from remaining in service beyond their certified cyclic life limit, which could result in an uncontained engine failure and damage to the airplane.
2017-01-05: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN 235-200, and CN-235-300 airplanes. This AD was prompted by reports of cracks in certain areas of the rear fuselage. This AD requires repetitive borescope and detailed visual inspections of the rear fuselage lateral beam and its external area, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2001-16-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Model A330 series airplanes. This action requires a one-time roto-test inspection of fastener holes of certain fuselage joints for cracks and reinforcement of the fuselage between frames 31 and 37.1. If cracks are detected, this action requires a follow-up high frequency eddy current (HFEC) inspection and repair. This action is necessary to prevent fatigue cracking of the fuselage longitudinal buttstrap, which could result in reduced structural integrity of the fuselage. This action is intended to address the identified unsafe condition.
93-18-08: 93-18-08 PRATT & WHITNEY CANADA: Amendment 39-8693. Docket 91-ANE-42. Supersedes AD 91- 06-01, Amendment 39-6911 which superseded AD 88-22-03, Amendment 39-6274. Applicability: Pratt & Whitney Canada (PWC) Model JT15D-1, -1A, -1B, -4, -4B, -4C, and -4D series turbofan engines installed on but not limited to Cessna Citation I, Citation II/SII and Citation 500, Aerospatiale Corvette, Mitsubishi Diamond 1/1A and Agusta S211 aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent a high pressure turbine (HPT) assembly failure, and an inflight engine shutdown or loss of engine power, accomplish the following: (a) For PWC JT15D-4B, -4C, and -4D series engines for which the requirements of PWC Service Bulletin (SB) JT15D 72-7297, Revision 1, dated May 25, 1991, and either PWC SB JT15D 72-7296, Revision 3, dated October 18, 1991, or PWC SB JT15D 72-7307, Revision 2, dated December 19, 1991, have not been accomplished as of the effective date of this AD, accomplish the following: (1) Borescope inspect the HPT assembly for HPT blade shift in accordance with the inspection requirements outlined in Appendix 1 of this AD, as follows: Appendix 1 1. Inspect high pressure turbine (HPT) blades for evidence of blade shift using a 3 or 4 mm flexible borescope. Blade forward movement in excess of 0.020 inch is reason for removal of the HPT for repair. 2. Inspection with a 5 or 6 mm borescope has proven to be extremely difficult and is not recommended. 3. Borescope access is achieved by passing the borescope probe between the blades of the low pressure turbine (LPT) assembly. With the borescope in position, rotation of the high pressure rotor via the accessory gearbox starter-generator driveshaft allows all HPT blades to be inspected. The extent of blade shift may be assessed by comparing with the HPT blade serration to serration pitch, which is 0.090 inch. (i) Within 25 hours time in service (TIS) or 30 days after the effective date of this AD, whichever occurs first, for those engines which have accumulated on the effective date of this AD, greater than 275 hours TIS since the last inspection performed in accordance with AD 91-06-01, or since the last hot section inspection (HSI), or since new, if not previously inspected. (ii) Prior to accumulating 300 hours TIS since the last inspection performed in accordance with AD 91-06-01, or since the last HSI, or since new if not previously inspected, for those engines which have accumulated on the effective date of this AD 275 hours or less TIS since the last inspection performed in accordance with AD 91-06-01 or since the last HSI, or since new, if not previously inspected. (iii) Thereafter, reinspect the HPT assembly for HPT blade shift in accordance with Appendix 1 of this AD at intervals not to exceed 300 hours TIS since the last inspection. (iv) Remove from service prior to further flight, and replace with a serviceable assemblythose HPT assemblies with evidence of forward blade movement in excess of the 0.020 inch limit as provided in Appendix 1 of this AD. Serviceable assemblies include HPT assemblies removed from engines which have completed an HSI, or that portion of the HSI requiring deblading and re-riveting the turbine assembly in accordance with the applicable JT15D Maintenance Manuals. (2) Incorporate high turbine (HT) blade retaining rivets in accordance with PWC SB JT15D 72- 7297, Revision 1, dated May 25, 1991, at the next shop visit when the engine is disassembled sufficiently to afford access to the HPT assembly. (3) Incorporate the new or reworked HT stator assembly in accordance with applicable PWC SB JT15D 72-7307, Revision 2, dated December 19, 1991, or PWC SB JT15D 72-7296, Revision 3, dated October 18, 1991, at the next shop visit when the engine is disassembled sufficiently to afford access to the HPT assembly. (4) Initial and repetitive borescope inspections performed inaccordance with paragraph (a)(1) of this AD are not required once the new HPT blade retention rivets and the new or reworked HT stator assembly are incorporated in accordance with paragraph (a)(2) and (a)(3) of this AD. (b) For PWC JT15D-1, -1A, -1B, and -4 series engines for which the requirements of PWC SB JT15D 72-7297, Revision 1, dated May 25, 1991, have not been accomplished as of the effective date of this AD, accomplish the following: (1) Borescope inspect the HPT assembly within 300 hours TIS after the effective date of this AD for HPT blade shift in accordance with the inspection requirements outlined in Appendix 1 of this AD. (i) Thereafter, reinspect at intervals not to exceed 300 hours TIS since last inspection. (ii) Remove from service prior to further flight HPT assemblies that exhibit forward blade movement in accordance with paragraph (a)(1)(iv) of this AD. (2) Incorporate HT blade retaining rivets in accordance with PWC SB JT15D 72-7297, Revision 1, dated May 25, 1991, at the next shop visit when the engine is disassembled sufficiently to afford access to the HPT assembly. (3) Initial and repetitive borescope inspections in accordance with paragraph (b)(1) of this AD are no longer required once the new HPT blade retention rivets are incorporated in accordance with paragraph (b)(2) of this AD. (c) For the purpose of this AD, accomplishment of the actions described in the following earlier revisions of these SB's constitutes accomplishment of actions described in the current revisions of these SB's referenced in this final rule: (1) PWC SB JT15D 72-7297, Original, dated December 18, 1990; (2) PWC SB JT15D 72-7296, Revision 2, dated September 5, 1991; Revision 1, dated May 15, 1991; and Original, dated February 8, 1991; (3) PWC SB JT15D 72-7307, Revision 1, dated October 18, 1991; and Original, dated May 15, 1991. (d) An alternative method of compliance or adjustment of the compliance time that provides anacceptable level of safety may be used if approved by the Manager, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (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 inspections, replacement, and modification shall be done in accordance with the following service documents: Document No. Pages Issue Date PWC SB JT15D 72-7297R1 1-8 Rev. 1 May 25, 1991 Total pages: 8 PWC SB JT15D 72-7307R2 1-9 Rev. 2 December 19, 1991 Total pages: 9 PWC SB JT15D 72-7296R3 1-8 Rev. 3 October 18, 1991 Total pages: 8 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 Pratt & Whitney Canada, Box 10, Longueuil, Quebec, Canada J4K 4X9. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on November 24, 1993.
2016-26-05: We are superseding Airworthiness Directive (AD) 2014-26-08, for all Airbus Model A330-200, -200F, and -300 series airplanes. AD 2014-26-08 required revising the maintenance or inspection program to incorporate new maintenance requirements and airworthiness limitations. This new AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised airworthiness limitation requirements. This new AD also removes certain airplanes from the applicability. This AD was prompted by a determination that more restrictive maintenance instructions and airworthiness limitations are necessary. We are issuing this AD to address the unsafe condition on these products.
2016-25-27: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B4-603, B4-620, B4-622, B4-605R, B4-622R, F4-605R, F4-622R, and C4-605R variant F airplanes. This AD was prompted by reports of cracks in the frame base fittings connecting the frame lower positions to the center wing box. This AD requires repetitive detailed inspections for cracking of the lower frame fittings of the frame foot, and replacement with a new frame foot if cracking is found. This AD also provides optional terminating action for the repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
2001-16-15: This amendment adopts a new airworthiness directive (AD), applicable to certain BAe Systems (Operations) Limited Model Avro 146-RJ85A and 146-RJ100A series airplanes. This action requires replacement of bolts in the wing rear spar at the center fuel tank. This action is prompted by mandatory continuing airworthiness information from a foreign civil airworthiness authority. This action is necessary to prevent the failure of bolts in the wing rear spar at the center fuel tank, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2001-16-16: This amendment adopts a new airworthiness directive (AD) that is applicable to all Airbus Model A330 and A340 series airplanes. This action requires a one-time inspection to detect cracking of the bogie beams of the main landing gear (MLG), and follow-on actions, if necessary. This action is necessary to detect and correct cracking of the MLG bogie beams, which could result in failure of the beams and consequent loss of the landing gear wheels and brakes, and structural damage to the MLG strut and airframe. This action is intended to address the identified unsafe condition.
2016-26-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a determination that the protective polyurethane tapes applied to the upper surfaces of the aluminum and titanium floor structural members may overhang the profiles of the floor structural parts and may allow fire propagation below the floor structure. This AD requires an inspection of the polyurethane protective tapes installed on the floor structure for excess tape or incorrect tape installation, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
81-16-08 R3: 81-16-08 R3 GATES LEARJET: Amendment 39-4184 as amended by Amendment 39-4295 and 39-4338 is further amended by Amendment 39-4546. Applies to the following models and serial number airplanes certificated in any category: MODELS SERIAL NUMBERS LEARJET AFM DESIGNATION 24E, 24F 350, 352, 353, 354, 356, and subsequent 24-350, 24-352, 24-353, 24-354, 24-356 and subsequent 25D, 25F 206 thru 336 338 thru 341 25-206 thru 25-336, 25-338 thru 25-341 COMPLIANCE: Required as indicated, unless previously accomplished. To assure that the crew is provided with limitations for the safe operation of the airplane and to reduce the possibility of an unsafe condition resulting from a system's malfunction, accomplish the following: A) Before further flight, insert the following information in the FAA Approved Airplane Flight Manual and operate the airplane in accordance with these limitations: 1. In Section 1, LIMITATIONS, adjacent to MAXIMUM OPERATING ALTITUDE:a. Delete any procedures relative to maximum operation altitudes of 51,000 feet. b. Add the following limitation for Model 25D/F: Aircraft 25-230 and subsequent: "The maximum operating altitude is 45,000 feet. This is the highest altitude for which acceptable flight characteristics and systems operation have been demonstrated." c. Add the following limitation for Model 24E: Aircraft 24-350, 24-352 and subsequent, except 24-355: "The maximum operating altitude is 45,000 feet. This is the highest altitude for which acceptable flight characteristics and systems operation have been demonstrated." d. Add the following limitation for Model 24F: Aircraft 24-350 and subsequent when CJ610-8A engines are installed: "The maximum operating altitude is 45,000 feet. This is the highest altitude for which acceptable flight characteristics and systems operation have been demonstrated." B) In order to comply with the requirements of paragraph A) of this Airworthiness Directive, this AD, or a duplicate thereof, may be used as a temporary amendment to the Airplane Flight Manual and carried in the aircraft as part of the Airplane Flight Manual until replaced by revisions to the Airplane Flight Manual provided by the manufacturer and approved by the FAA. The Airplane Flight Manual changes required by paragraph A) of this AD may be accomplished by the holder of at least a private pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person who must make the prescribed entry in the Airplane Maintenance Records indicating compliance with paragraph A) of this AD. C) Prior to accomplishing the modification required by paragraph D) of this AD, contact the FAA office noted in paragraph F) if any modification or alteration has been performed on the affected airplane for further instruction relative to the compatibility of the modification of this AD. D) On or before May 31, 1982, accomplish the following requirements of this paragraph at an FAA certificated maintenance repair agency. However, the modification and inspection of the horizontal stabilizer trim actuator as required in the airplane modification kits referenced in subparagraph 1 below may be performed by another FAA certificated repair agency utilizing qualified technicians who must have recent accessory overhaul experience performing the overhaul and test of the Gates Learjet Horizontal Stabilizer Trim Actuator with the necessary shop equipment (Attachment I hereto) as referenced in Learjet Repair Manual Number 1711-9, or the equivalent equipment. 1. Modify-Learjet Model 25D and 25F flight control systems, stall warning system and control wheel in accordance with Gates Learjet Airplane Modification Kits AMK 81- 7, AMK 81-8 and AMK 80-13, Change 3, respectively. 2. Insert in the appropriate sections of the existing Airplane Flight Manual (AFM), the FAA-approved temporary Airplane Flight Manual Change dated June 8, 1981, or equivalent permanent AFM revision pertaining to procedures required as a result of the modification of the flight control system in accordance with Airplane Modification Kit AMK 81- 7 and delete superseded AFM revisions previously required by paragraphs A)2, A)5 and A)6 of AD 80-19-11. E) Operators of Model 24E, and 24F, S/N 350, 352, 353, 354, 356, and subsequent, desiring to remove the 45,000 feet limitation of paragraph A), above, may do so by accomplishing the following requirements of this paragraph at a FAA certified maintenance repair agency. However, the modification and inspection of the horizontal stabilizer trim actuator as required in the airplane modification kits referenced in subparagraph 1 below may be performed by another FAA certificated repair agency utilizing qualified technicians who must have recent accessory overhaul experience performing the overhaul and test of the Gates Learjet Horizontal Stabilizer Trim Actuator with the necessary shop equipment (Attachment I hereto) as referenced in Learjet Repair Manual Number 1711-9, or the equivalent equipment. 1. Install AMK 82-6, Engine Stall Warning System, and concurrently required kits called out in "PARTS REQUIRED," namely: AMK 81-13, Horizontal Stabilizer Trim and Autopilot Improvement, AMK 82-4 Autopilot Pitch Nose Down Limiter, and AAK 82- 5 Autopilot Roll Rate Limiter. 2. Incorporate FAA approved Airplane Flight Manual (AFM) Change 9 for Model 24E and Change 7 for Model 24F, which supersedes AFM revisions previously required by paragraph A), above, and delete superseded AFM revisions previously required by paragraphs A)2, A)5, and A)6 of AD 80-19-11. 3. Insert FAA approved AFM Supplement AFMS: W1018, which supersedes previous AFM supplements for FC-110 autopilot. F) Operators of Model 25D and 25F, S/N 230 thru 341, and 343 thru 362, desiring to remove the 45,000 feet limitation of paragraph A), above, may do so by accomplishingthe following requirements at an FAA certificated maintenance repair agency 1. Install AMK 81-12 Engine Stall Warning System, and concurrently required kits called out in "PARTS REQUIRED," namely: AMK 82-4 Autopilot pitch nose down limiter and AAK 82-5 Autopilot Roll Rate Limiter. 2. Incorporate FAA approved Airplane Flight Manual (AFM) Change 8 to the FAA approved Airplane Flight Manual which supersedes AFM revisions previously required by paragraph A), above. 3. Insert FAA approved AFM Supplement AFMS: WI008, Change 1, which supersedes previous AFM supplements for FC-110 autopilot. G) The modifications described above have been incorporated by the manufacturer on airplanes Model 25D and 25F, S/N 342, 363, and subsequent. H) Airplanes may be flown in accordance with FAR 21.197 to a location where modifications required by this AD can be accomplished. I) Any equivalent method of compliance with this AD must be approved by the Manager, Wichita AircraftCertification Office, FAA, Central Region, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. The manufacturer's specifications and procedures identified and described in this directive are 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 these documents from the manufacturer may obtain copies upon request from Gates Learjet corporation, P.O. Box 7707, Wichita, Kansas 67277. These documents may also be examined at FAA, Central Region, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209. Amendment 39-4184 became effective on July 31, 1981. Amendment 39-4295 became effective January 21, 1982. Amendment 39-4338 became effective on February 27, 1982. This Amendment 39-4546 becomes effective February 7, 1983 ATTACHMENT I The stabilizer actuator test stand (P/NST-00463) is used to functionally test the stabilizer actuator after overhaul. The physical structure of the test stand must be capable of withstanding a minimum load of 2500 lbs. without any bending or deformation. The stabilizer actuator is vertically mounted on the test stand with one end stationary and the other end movable through a hydraulic actuator. The test stand consists of the following components a. Hydraulic Actuator - The hydraulic actuator is capable of applying a regulated load of 0 to 2500 lbs. on the stabilizer actuator during the entire extend or retract cycles. b. Hydraulic Pressure Regulator - The pressure regulator is used to select hydraulic pressures applied to the stabilizer actuator during the functional test. c. Hydraulic Pressure Gauge - The hydraulic pressure gauge is used to monitor hydraulic pressure applied to the stabilizer actuator. The gauge must be certified at least monthly. d. Digital Position Readout - The digital position readoutindicator is used to monitor the travel of the stabilizer actuator. Signals to the indicator are picked up from a rigid mounted linear potentiometer and movable wiper attached to the hydraulic actuator. The digital readout is accurate to 1/1000th of an inch. e. Linear Scale - A Linear scale, graduated in 100th of an inch, is permanently mounted on the test stand to verify the digital readout. A tool of known length is used to verify the linear scale and digital readout before the stabilizer actuator functional test is performed. The tool length must be certified at least yearly. f. Lapse Timer - A lapse timer is coupled to the control switches and the stabilizer actuator to monitor travel time during the extend and retract cycles. The lapse timer must measure seconds and be accurate to 1/100th of a second. g. Trim Controller - The trim controller is used to simulate two-speed input to the stabilizer actuator primary motor. The trim controller part number is EM 2079-6.h. Pe-Select Timer - The pre-select timer is used to check stabilizer actuator travel vs. time, voltage and amperage inputs in accordance with the functional test. i. Power Supply - The power supply is variable through 0-30 volts DC and 0-30 amperes DC. j. DC Voltmeter - The DC voltmeter must be capable of measuring 0-30 volts DC and must be certified at least yearly. The voltmeter is used to monitor the voltage inputs to the stabilizer actuator in accordance with the functional test. k. DC Ammeter - The DC ammeter must be capable of measuring 0-30 amperes DC and must be certified at least yearly. The ammeter is used to monitor the amperes inputs to the stabilizer actuator in accordance with the functional test. l. Millivolt Meter - The millivolt meter is used to monitor the stabilizer actuator linear potentiometer for a smooth and steady signal output. The meter is 0-50 volts graduated in 100 mv increments. m. Switches - Necessary switches installed to operatethe stabilizer actuator primary and secondary motors to extend or retract. n. A digital or Simpson 260 meter, not a part of the test stand, is used to verify the resistance of the stabilizer actuator linear potentiometer. The digital or Simpson 260 meter must be certified at least every 90 working days.
2010-24-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires a one-time visual inspection of the No. 3 bearing oil pressure tube, part number (P/N) 51J041-01, P/N 50J604-01, or P/N 50J924-01. Tubes that are found cracked or repaired must be removed from service. This AD also prohibits repaired tubes from being installed. This AD results from one report of a repaired No. 3 bearing oil tube that caused an engine in-flight shutdown, seven reports of repaired No. 3 bearing oil pressure tubes found cracked that led to unscheduled engine removals, and one report of a test cell event from a repaired tube that cracked. We are issuing this AD to prevent cracking of No. 3 bearing oil pressure tubes, which could result in internal oil fire, failure of the high-pressure turbine (HPT) disks, uncontained engine failure, and damage to the airplane.
2001-17-13: This amendment supersedes Airworthiness Directive (AD) 2001-08-01, which applies to certain JanAero Devices (JanAero) 14D11 and 23D04 series fuel regulator shutoff valves used with certain JanAero combustion heaters that are installed on aircraft. AD 2001-08-01 currently requires you to visually inspect and pressure test these fuel regulator shutoff valves for leaks, and, if leaks are found, replace the fuel regulator shutoff valve. Numerous reports of fuel regulator shutoff valves leaking fuel caused the Federal Aviation Administration (FAA) to issue AD 2001-08-01. This amendment retains the actions of AD 2001-08-01, except only the visual inspection or the pressure test will be required instead of both. This amendment also specifically calls out the fuel regulator shutoff valves by part number instead of series, includes provisions for disabling the heater as an alternative method of compliance, and makes other minor clarifying revisions and additions to the AD. The actionsspecified by this AD are intended to eliminate or severely reduce the potential for fuel leakage in aircraft with these combustion heaters, which could result in an aircraft fire with consequent damage or destruction. The Director of the Federal Register previously approved the incorporation by reference of JanAero Devices Service Bulletin No. A-107, dated January 8, 2001, as of May 10, 2001 (66 FR 19720, April 17, 2001). The FAA must receive any comments on this rule on or before October 5, 2001.
2016-25-13: We are superseding airworthiness directive (AD) 2016-04-12, that applies to certain Safran Helicopter Engines, S.A. (formerly Turbomeca S.A.) Arriel 2B, 2B1, 2C, 2C1, 2C2, 2D, 2E, 2S1, and 2S2 turboshaft engines. AD 2016-04-12 required spectrometric oil analysis (SOA) inspection of the engine accessory gearbox (AGB), and, depending on the results, removal of the engine AGB. This AD requires initial and repetitive wear inspections of the engine AGB cover. This AD was prompted by a report of an uncommanded in-flight shutdown (IFSD) of an Arriel 2S2 engine caused by rupture of the 41-tooth gear, which forms part of the bevel gear in the engine AGB. We are issuing this AD to correct the unsafe condition on these products.
92-06-08: 92-06-08 GULFSTREAM AMERICAN: Amendment 39-8188; Docket No. 91-CE-66-AD. Applicability: Model GA-7 airplanes (serial numbers GA7-0001 through GA7-0115), certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent elevator binding and loss of pitch control, which could result in loss of control of the airplane, accomplish the following: (a) Dye penetrant inspect the elevator spar between stabilizer station 41.0 and 45.0 for cracks by accomplishing paragraphs A-1, A-2, A-3, B-1, B-2, and B-3 of the MODIFICATION INSTRUCTIONS in the instructions for GA-7/Cougar Aircraft Service Kit No. 12, referenced by American General Service Bulletin ME-1A, dated February 21, 1991. (1) If cracks are found that extend inboard from station 41.0, outboard of station 45.0, or into the spar caps, prior to further flight, replace the elevator and accomplish the following: (i) Install Service Kit No. 12 by accomplishing paragraphs B-5 through B-20 of the MODIFICATION INSTRUCTIONS in the instructions for GA-7/Cougar Aircraft Service Kit No. 12, referenced by American General Service Bulletin ME-1A, dated February 21, 1991. (ii) Balance the new elevator in accordance with Gulfstream American Model GA-7 Maintenance Manual, Chapter 27-1-1. (iii) Install the new elevator in accordance with Gulfstream American Model GA-7 Maintenance Manual, Chapter 27-3-1. (2) If cracks are found that do not extend inboard from station 41.0, outboard of station 45.0, or into the spar caps, prior to further flight, accomplish the following: (i) Stop drill any cracks found. (ii) Install Service Kit No. 12 by accomplishing paragraphs B-5 through B-20 of the MODIFICATION INSTRUCTIONS in the instructions for GA-7/Cougar Aircraft Service Kit No. 12, referenced by American General Service Bulletin ME-1A, dated February 21, 1991. (iii) Balance the elevator in accordance with Gulfstream American Model GA-7 Maintenance Manual, Chapter 27-1-1. (iv) Reinstall the elevator in accordance with Gulfstream American Model GA-7 Maintenance Manual, Chapter 27-3-1. (3) If no cracks are found, prior to further flight, accomplish the following: (i) Install Service Kit No. 12 by accomplishing paragraphs B-5 through B-20 of the MODIFICATION INSTRUCTIONS in the instructions for GA-7/Cougar Aircraft Service Kit No. 12, referenced by American General Service Bulletin ME-1A, dated February 21, 1991. (ii) Balance the elevator in accordance with Gulfstream American Model GA-7 Maintenance Manual, Chapter 27-1-1. (iii) Reinstall the elevator in accordance with Gulfstream American Model GA-7 Maintenance Manual, Chapter 27-3-1. (b) 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.(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, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. (d) The inspection and installation required by this AD shall be done in accordance with the instructions contained in GA-7/Cougar Aircraft Service Kit No. 12, referenced by American General Service Bulletin ME-1A, dated February 21, 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 American General Aircraft Corporation, Route 1, AB 306, P.O. Box 5757, Greenville, Mississippi 38703. Copies may be inspected 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, 1100 L Street, NW; Room 8401, Washington, DC. (e) This amendment (39-8188) becomes effective on April 17, 1992.
2024-06-15: The FAA is correcting an airworthiness directive (AD) that published in the Federal Register. That AD applies to certain General Electric Company (GE) Model GE90-110B1 and GE90-115B engines. As published, references to the service information include a typographical error in the regulatory text of the AD. This document corrects that error in all references. In all other respects, the original document remains the same.
2001-17-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires performing a general visual inspection to detect chafing or damage of the parallel power feeder cables of the number 2 integrated drive generator (IDG); repairing any chafed cable and damaged structure; and repositioning the parallel power feeder cables of the number 2 IDG. This action is necessary to prevent chafing and arcing of the parallel feeder cables of the number 2 IDG, which could result in smoke and/or fire in the right aft galley area. This action is intended to address the identified unsafe condition.
81-13-12 R1: 81-13-12 R1 DETROIT DIESEL ALLISON: Amendment 39-4179 as amended by Amendment 39-4701. Applies to all Model 250-C30, -C30P, and C30S engines and turbine assemblies equipped with 4th stage turbine nozzle assembly P/N 6898694 installed in aircraft certificated in all categories, EXCEPT: 1. Models 250-C30, -C30S: ENGINE SERIAL NO. TURBINE SERIAL NO. CAE 890690, 890691, CAT 95105, 95106, 890692, 890696, and subsequent 95108, 95109, and subsequent 2. Model 250-C30P: ENGINE SERIAL NO. TURBINE SERIAL NO. CAE 895086, 895087, and subsequent CAT 95110, 95111, 95112, and subsequent Compliance is required as indicated unless already accomplished. To prevent cracks in P/N 6898694 4th stage turbine wheel nozzles leading to uncontained turbine wheel failures accomplish the following: a. Inspect, reduce life limits where applicable based on inspection results, and remove from service affected P/N 6898694 nozzles in compliance with the schedule, instructions, and inspection criteria provided in Detroit Diesel Allison Commercial Engine Alert Bulletin CEB-A-72-3056, Revision 3 dated March 30, 1983, or later FAA approved revisions. b. Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate aircraft to a base where compliance with this AD can be accomplished. c. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. The manufacturer's specifications and procedures identified and described in this directive are 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 these documents from the manufacturer may obtain copies upon request to Detroit Diesel Allison, Division of General Motors Corporation, Indianapolis, Indiana 46206. These documents also maybe examined at the Office of Regional Counsel, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803 weekdays, except federal holidays, between 8:00 a.m. and 4:30 p.m. Amendment 39-4179 became effective August 10, 1981. This Amendment 39-4701 becomes effective September 26, 1983.
91-05-10: 91-05-10 FOKKER: Amendment 39-6905. Docket No. 90-NM-233-AD. Applicability: Model F-28 Mark 1000, 2000, 3000, and 4000 series airplanes, as listed in Part II of Fokker Report No. SE-243, Issue No. 1, dated June 1, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the airplane, accomplish the following: A. Accomplish the structural modifications according to the service bulletins and the "incorporation threshold" listed in Part II of Fokker Report No. SE-243, Issue No. 1, dated June 1, 1990 as follows: 1. For airplanes that have accumulated time-in-service exceeding the specified "incorporation threshold" as of the effective date of this AD, the structural modifications must be accomplished by the following dates: a. July 1, 1996, for those service bulletins to which [Note 1] applies. b. July 1, 1993, for those service bulletins to which [Note 2] applies. c. July 1, 1993, or 14 years after the airplane's manufacturing date, whichever occurs later, for service bulletins to which [Note 4] applies. 2. For airplanes that have accumulated time-in-service less than the specified "incorporation threshold" as of the effective date of this AD, the structural modifications must be accomplished before the applicable "incorporation threshold" or by the following dates, whichever occurs later: a. July 1, 1996, for service bulletins to which [Note 1] applies. b. July 1, 1993, for service bulletins to which [Note 2] applies. c. July 1, 1993, or 14 years after the airplane's manufacturing date, whichever comes later, for service bulletins to which [Note 4] applies. 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 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, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6905, AD 91-05-10) becomes effective on March 25, 1991.
2022-27-05: The FAA is superseding Airworthiness Directive (AD) 2022-09- 15, which applied to all Dassault Aviation Model FALCON 2000 and FALCON 2000EX airplanes. AD 2022-09-15 required relocating affected servo- valves and revising the existing airplane flight manual (AFM) to provide temporary information necessary to operate airplanes fitted with at least one affected brake servo-valve. AD 2022-09-15 also limited or prohibited the installation of affected brake servo-valves. This AD was prompted by a determination that replacing certain brake servo-valves is necessary to address the unsafe condition. This AD continues to require the actions in AD 2022-09-15, including the parts installation limitation or prohibition, and also requires replacing an affected part with a serviceable part, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2001-17-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires replacement of the air driven generator (ADG) wire assembly with a new, increased length wire assembly. This amendment requires, among other actions, replacement of the existing ADG wire assembly in the right air conditioning compartment with a certain new wire assembly. This amendment is prompted by an investigation that revealed the length of the new wire assembly is too long and causes the assembly to chafe against the left emergency alternating current bus of the ADG. The actions specified by this AD are intended to prevent loss of the charging capability of the airplane battery due to chafing. Loss of the charging capability of the airplane battery, coupled with a loss of all normal electrical power, could prevent continued safe flight and landing of the airplane.
2001-17-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires an inspection of the upper avionics circuit breaker panel at the main observer's station to detect damage of the wires and to verify the correct routing of the wire bundles; corrective actions, if necessary; and installation of a new clamp, spacer, and sta-straps. This action is necessary to prevent chafing in the upper avionics circuit breaker panel of the main observer's station, which could result in arcing and consequent smoke and/or fire in the cockpit. This action is intended to address the identified unsafe condition.
2001-16-10: This amendment adopts a new airworthiness directive (AD), applicable to all Aerospatiale Model ATR42-200, -300, -320, and -500 series airplanes; and all Model ATR72 series airplanes. The AD requires revising the Airplane Flight Manual to modify procedures for calculating takeoff performance when Type II or IV de-icing or anti-icing fluids have been used. This amendment is prompted by reports that use of these de-icing or anti-icing fluids may result in an increase in the pitch forces necessary to rotate the airplane during takeoff. This condition could result in a delayed takeoff or even late aborted takeoff. The actions specified by this AD are intended to ensure that the flight crew is advised of the potential effects of Type II or IV de-icing or anti-icing fluids on the airplane's performance during takeoff, and to ensure that the flight crew is advised of the revised performance calculations for takeoff to address these effects.
2001-17-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires a one-time inspection to detect riding, chafing, or damage of the wire bundles adjacent to the disconnect panel bracket of the observer's station. That AD also requires repair or replacement of damaged wires with new or serviceable wires; installation of anti-chafing sleeving on the wire bundles, if necessary; and installation of a grommet along the entire upper aft edge of the disconnect panel bracket. This amendment requires an identical one-time inspection, follow-on actions, and similar corrective actions, if necessary; but the installation of anti-chafing sleeving will be required for all airplanes. The actions specified by this AD are intended to detect riding or chafing of the wire bundles adjacent to the disconnect panel bracket assembly, which could result in a fire in the wire bundles and smoke in the cockpit. This action is intended to address the identified unsafe condition.