Results
2000-10-02: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A319, A320, A321, A330, and A340 series airplanes, that requires repetitive inspections to detect missing and incorrectly installed parts of the footrest actuator assembly, and replacement of discrepant parts with new parts. This AD also provides for optional terminating action for the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent detachment of the footrest assembly actuator, which could result in partial blockage of the rudder pedals and reduced controllability of the airplane.
84-24-54 R2: 84-24-54 R2 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5163 as amended by Amendment 39-5192. Applies to Allison Model 250-C30 Series engines installed in rotorcraft certificated in any category with the following engine and turbine serial numbers: MODEL ENGINE SERIAL NUMBER TURBINE SERIAL NUMBER 250-C30 CAE 900001 thru 9000026 CAT 900001 thru 90683, 95001 thru 95336, 95338 thru 95347, 95349, 95350, 95352 thru 95365, 95368, 95370, 95372 thru 95374, 95376 thru 95394, 95396, 95398 thru 95407 250-C30, -C30S CAE 890001 thru 890840, 890843 thru 890847, 890849 thru 890858, 890860, 890861, 890863 Same as above. 250-C30R CAE 895068, 895077, 895078, 895082, 895084, 895085, 895096 Same as above. 250-C30P CAE 895001 thru 895177 Same as above. EXCEPT: Existing Model 250-C30 Series engines which have incorporated all of the following Allison Commercial Engine Bulletins (CEB's):SUBJECT CEB-A-72-3134, Rev. 2 dated Sept. 15, 1985, or CEB-A-72-3135, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalents; and Engine, Turbine Assembly, Turbine-to-Compressor Coupling Shaft-Replace CEB-72-3100, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalent; and Engine, Compressor Assembly, Spur Adapter Gearshaft - modified by adding Three Slots in Bore & Plugging Oil Feed Hole CEB-72-3059, Rev. 4 dated Sept. 15, 1985, or FAA approved equivalent; and Engine, Compressor and Gearbox Assemblies - modify to Roller Number 2 1/2 Bearing Configuration CEB-72-3096, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalent. Engine, Turbine-Exhaust Collector Modifications Compliance is required as indicated unless already accomplished. To prevent possible cracks in turbine-to-compressor coupling P/N 23008080, or carbon buildup on turbine shafts and couplings that can cause shaft rub, or shafting misalignment from progressing to where a disconnect failure could occur and subsequently could result in an overspeed uncontained failure of the gas producer turbine rotor, accomplish the following: (a) Model 250-C30 and -C30S engines installed in Sikorsky S-76A rotorcraft (1) Before further flight, remove P/N 23008080 coupling and replace with P/N 23032345 in accordance with Allison CEB-A-72-3134, Revision 2 dated September 15, 1985, or FAA approved equivalent; or, as alternative temporary compliance, until next turbine repair/overhaul shop visit, but not later than November 30, 1986, replace P/N 23008080 coupling with serviceable P/N 6896895, or P/N 6889071, in accordance with Allison CEB-A-72-3134, Revision 2 dated September 15, 1985, or FAA approved equivalent. (2) Within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished within the last 250 hours time-in-service, and thereafter at intervals not to exceed 300 hours time- in-service from the last inspection, perform the following: Inspect, clean turbine shafting/couplings, and replace the P/N AS 3085-018 O-ring (two for P/N 23032345 and one for P/N 6896895 or P/N 6889071) on the aft end of the spur adapter gearshaft in accordance with CEB-A-72-3108, Revision 3 dated September 15, 1985, or FAA approved equivalent. (3) At the next engine repair/overhaul shop visit, when both the compressor and gearbox are disassembled to permit access, but not later than November 30, 1986, perform the following: (i) Modify spur adapter gearshaft assembly P/N 23005276 in accordance with Allison CEB 72-3100, Revision 1 dated September 15, 1985, or FAA approved equivalent. (ii) Modify engine compressor and gearbox assemblies to include the roller bearing configuration at the 2 1/2 bearing location in accordance with Allison CEB 72-3059, Revision 4 dated September 15, 1985, or FAA approved equivalent. (iii) Replace turbine-to-compressor-coupling, P/N 6896895, or P/N 6889071, with P/N 23032345 and install twoP/N AS 3085-018 O-rings on the aft end of the spur adapter gearshaft in accordance with Allison CEB-A-72-3134, Revision 2 dated September 15, 1985, or FAA approved equivalent. (4) At the next turbine repair/overhaul shop visit, but not later than November 30, 1986, modify the turbine-exhaust-collector in accordance with Allison CEB 72-3096, Revision 1 dated September 15, 1985, or FAA approved equivalent. (b) Model 250-C30, -C30P, -C30R and -C30S engines installed in other than Sikorsky S-76A rotorcraft (1) Within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished within the last 250 hours time-in-service, and thereafter at intervals not to exceed 300 hours time- in-service from the last inspection, perform the following: Inspect, clean turbine shafting/couplings, and replace the P/N AS 3085-018 O-ring (two for P/N 23032345 and one for P/N 6896895 or P/N 6889071) on the aft end of the spur adapter gearshaft in accordance with CEB-A-72-3143 dated September 15, 1985, or FAA approved equivalent. (2) Within the next 300 hours time in service after November 18, 1985, or within 100 hours time in service after the effective date of this amendment, or at next turbine repair/overhaul shop visit, whichever occurs first, but not later than March 6, 1986, perform the following: Replace turbine-to-compressor coupling P/N 23008080 with P/N 23032345 and install two P/N AS 3085-018 O-rings on the aft end of the spur adapter gearshaft in accordance with Allison CEB-A-72- 3135, Revision 1 dated September 15, 1985, or FAA approved equivalent. (3) At the next engine repair/overhaul shop visit when both the compressor and gearbox are disassembled to permit access, but not later than November 30, 1987, perform the following: (i) Modify spur adapter gearshaft assembly P/N 23005276 in accordance with Allison CEB 72-3100, Revision 1 dated September 15, 1985, or FAA approved equivalent. (ii) Modify engine compressor and gearbox assemblies to include the roller bearing configuration at the 2 1/2 bearing location in accordance with Allison CEB 72-3059, Revision 4 dated September 15, 1985, or FAA approved equivalent. (iii) Replace turbine-to-compressor-coupling P/N 6896895, or P/N 6889071, with P/N 23032345 and install two P/N AS 3085-018 O-rings on the aft end of the spur adapter gearshaft in accordance with Allison CEB-A-72-3135, Revision 1 dated September 15, 1985, or FAA approved equivalent. (4) At the next turbine repair/overhaul shop visit, but not later than November 30, 1987, modify the turbine-exhaust-collector in accordance with Allison CEB 72-3096, Revision 1 dated September 15, 1985, or FAA approved equivalent. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago AircraftCertification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Chicago Aircraft Certification Office may adjust the compliance time specified in this AD. The following Allison Commercial Engine Bulletins are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1): CEB-A-72-3134, Revision 2 dated September 15, 1985 CEB-A-72-3135, Revision 1 dated September 15, 1985 CEB-72-3100, Revision 1 dated September 15, 1985 CEB-72-3059, Revision 4 dated September 15, 1985 CEB-A-72-3108, Revision 3 dated September 15, 1985 CEB-72-3096, Revision 1 dated September 15, 1985 CEB-A-72-3143 dated September 15, 1985 All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, IN 46206-0420. These documents also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 84-ANE-29, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment supersedes Amendment 39-4755, 48 FR 51287, AD 83-22-05. Amendment 39-5163 became effective November 18, 1985, to all persons except those persons to whom it was made immediately effective by telegraphic AD T84-24-54, issued December 10, 1984, which contained this amendment. This Amendment 39-5192 becomes effective January 6, 1986
90-03-05: 90-03-05 AVIONS MARCEL DASSAULT-BREGUET AVIATION (AMD-BA): Amendment 39-6480. Docket No. 89-NM-193-AD. Applicability: All Model Mystere Falcon 50 and 900 series airplanes, as listed in AMD-BA Alert Service Bulletins F50-A212 (F50-A32-19) and F900-A65 (F900-A32-6), both dated July 25, 1989, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent inability to manually open the main landing gear (MLG) door for MLG emergency extension, accomplish the following: A. Within 30 days after the effective date of this AD, verify the integrity of the MLG emergency release system by accomplishing a functional test in accordance with AMD-BA Alert Service Bulletin F50-A212 or F900-A65 (as applicable), both dated July 25, 1989. 1. If door release does not occur, prior to further flight, replace the MLG door manual release system control bell crank with an adjustable bell crank, in accordance with the appropriate servicebulletin. 2. If the door releases normally, accomplish one of the following: a. Within 180 days or 1,300 hours time-in-service after the effective date of this AD, whichever occurs later, replace the MLG door manual release system control bell crank with an adjustable bell crank, in accordance with AMD-BA Alert Service Bulletin F50-A212 or F900-A65 (as applicable), both dated July 25, 1989; or b. At intervals not to exceed 1,300 hours time-in-service, repeat the functional test. B. Replacement of the MLG door manual release system control bell crank with an adjustable bell crank, in accordance with AMD-BA Alert Service Bulletin F50-A212 or F900-A65 (as applicable), both dated July 25, 1989, constitutes terminating action for the functional tests required by paragraph A., above. 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 forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, 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 Falcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. 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 (39-6480, AD 90-03-05) becomes effective on February 23, 1990.
64-14-06: 64-14-06 SCHLEICHER: Amdt. 753 Part 507 Federal Register June 23, 1964. Applies to All Model Ka2B and Ka6 Gliders Serial Numbers 180 through 245. Compliance required as indicated. Cracks have occurred in the forward horizontal stabilizer fitting, above the welded seam on the fuselage side. The cracks are believed to be caused by excessive hardening due to welding. Within the next 10 hours' time in service after the effective date of this AD, accomplish the following: (a) Remove the forward horizontal stabilizer fittings and inspect for cracks with at least a 3-power magnifying glass. Replace cracked fittings with new fittings before further flight. (b) Check all fittings for excessive hardness by use of file as specified in Schleicher Special Inspection for Models Ka2B and Ka6 dated July 12, 1961. Replace fittings found to be too hard, with a new part within the next 10 hours' time in service thereafter. This directive effective July 23, 1964.
2015-09-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318-111 and -112 airplanes and Model A319, A320, and A321 series airplanes. This AD was prompted by reports of cracks on the forward corner fittings of engine pylon aft secondary structures. This AD requires repetitive inspections of certain forward corner fittings of the pylon aft secondary structures, and corrective actions if necessary. This AD also provides optional terminating action for the repetitive inspections. We are issuing this AD to detect and correct detachment of the lower fairing attachment and/or loss of the aft fixed fairing with the movable fairing from the airplane in flight, which could result in damage to the airplane.
2000-09-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon (Beech) Model 400A and 400T series airplanes, that requires replacement of temperature switch assemblies of the wing ice protection system with new, improved parts. This amendment is prompted by reports of electrical continuity problems with solder joints on the temperature switches of the wing ice protection system. The actions specified by this AD are intended to prevent detachment or breakage of wires in the temperature switch assemblies of the wing ice protection system. Such detachment or breakage of wires could result in the flightcrew not being advised of an over-temperature situation on the leading edge of the wing, which could result in structural damage to the wing.
93-01-08: 93-01-08 BEECH AIRCRAFT CORPORATION: Amendment 39-8462. Docket 92-NM-134-AD. Applicability: All Beech Model 400 airplanes and Mitsubishi Model MU-300-10 airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure that the required minimum takeoff and climb performance can be achieved for each approved combination of takeoff or landing configuration, weight, pressure altitude, and temperature, accomplish the following: (a) Within 30 days after the effective date of this AD, revise the Limitations Section of the FAA-approved BEECHJET 400 Airplane Flight Manual by inserting the new pages contained in the BEECHJET 400 Airplane Flight Manual, A9 Revision, part number 128-590001-13A9, dated August 14, 1992. (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), ACE-115W, 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: 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 FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The revision of the AFM shall be done in accordance with BEECHJET 400 Airplane Flight Manual, A9 Revision, part number 128-590001-13A9, dated August 14, 1992, which contains the list of effective pages specified on pages 1 through 3 of the "Instruction Sheet" (A9 Revision, dated August 14, 1992). 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 Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Small Airplane Directorate, Wichita Aircraft Certification Office, 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 March 4, 1993.
2015-08-06: We are superseding Airworthiness Directive (AD) 2007-14-05 for all Airbus Model A310 and Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2007-14-05 required revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness by incorporating certain certification maintenance requirements. This new AD requires revising the maintenance or inspection program to incorporate more restrictive maintenance requirements and airworthiness limitations. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. We are issuing this AD to prevent safety-significant latent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition of avionics, hydraulic systems, fire detection systems, fuel systems, or other critical systems.
2000-09-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-145 series airplanes, that currently requires revisions to the Airplane Flight Manual (AFM) to provide the flight crew with updated procedures for prohibiting use of the autopilot below 1,500 feet above ground level, emergency procedures for pitch trim runaway, and abnormal procedures for autopilot trim failure and stabilizer out of trim. That AD also requires installation of certain warning placards. This amendment requires replacement of a certain integrated computer with a new integrated computer; installation of an upgraded integrated computers checklist; and removal of certain placards and certain limitations in the AFM. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the pitch trim system, which could cause undetected autopilot trim runaway, and consequent reduced controllability of the airplane, uncommanded autopilot disconnect, and excessive altitude loss.
2000-09-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300-600 series airplanes, that requires modification of certain electrical looms of the nose and main landing gear and modification of the rotor shaft attachment of the nose and main landing gear tachometers. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent erratic operation of the wheel tachometers, which could result in degradation of the braking performance, and possible increased landing roll.
81-22-02: 81-22-02 GENERAL DYNAMICS: Amendment 39-4236. Applies to Model 340, 440 and military models eligible for civil use under Type Certificate 6A6, and all such model airplanes converted to turbopropeller power, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent potential loss of elevator control resulting from loosening and ultimate shearing of the elevator flange to outer torque tube aluminum (rivet) fasteners, accomplish the following: (a) Within 250 hours' additional time in service after the effective date of this AD, unless previously accomplished within 450 hours' time in service prior to the effective date of this AD, and at intervals not to exceed 700 hours' time in service thereafter, conduct a visual inspection of both left and right hand elevator outer torque tube assembly P/N 340-3540304 attachment to flange P/N 240-3540320 for evidence of loose or sheared rivets in accordance with the accomplishment instructions of paragraph two (2) of General Dynamics Convair Division Service Bulletin 640(340D)27-6 dated February 23, 1981 (hereinafter referred to as SB 640(340D)27-6). If any loose or sheared rivets in the elevator torque tube to flange attachment are found, replace all rivets with interference fitting steel fasteners in accordance with paragraph two (2) of SB 640(340D)27-6 prior to return of aircraft to service. (b) The inspections required by this AD may be terminated when all 12 torque tube to flange attachment aluminum rivets are replaced by interference fitting steel fasteners with a minimum tensile strength of 160,000 psi in accordance with paragraph two (2) of SB 640(340D)27-6. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. (d) Alternative inspections, modifications or other actions which provide an equivalent level ofsafety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western-Pacific Region. (e) Reports of the discrepancies found are requested. The reports should cite: Airplane "N" number and serial number, nature of defect and part identification, total airplane operating hours, time since last inspection and AD compliance paragraph. Forward reports to Chief, Engineering and Manufacturing Branch, FAA Western- Pacific Region by mail within 10 days of discovery. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) 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. 553(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to General Dynamics, Attn: Mr. Larry Hayes, Manager, Product Support, Convair Division, P.O. Box80877, San Diego, California 92138. These documents may also be examined at FAA Western-Pacific Region Office, Office of the Regional Counsel, Room 6W14, 15000 Aviation Boulevard, Hawthorne, California 90261, and at FAA Headquarters, Rules Docket in Room 916, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective October 29, 1981.
2000-09-07: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, -30F, and -40 series airplanes, and KC-10A (military) airplanes, that requires a one-time general visual inspection of circuit breakers to determine the manufacturer of the circuit breakers, and corrective action, if necessary. This amendment is prompted by incidents of smoke and electrical odor in the flight compartment and cabin area as a result of failure of circuit breakers. The actions specified by this AD are intended to prevent internal overheating and arcing of circuit breakers and airplane wiring due to long-term use and breakdown of internal components of the circuit breakers, which could result in smoke and fire in the flight compartment and main cabin.
2015-08-05: We are superseding Airworthiness Directive (AD) 2013-26-05 for all Dassault Aviation Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G airplanes; Model MYSTERE-FALCON 200 airplanes; and Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes. AD 2013-26-05 required repetitive weighing of fire extinguisher bottles having a certain part number, and eventual replacement of those bottles to terminate the repetitive weighing. This new AD continues to require repetitive weighing of fire extinguisher bottles having a certain part number, and eventual replacement of those bottles to terminate the repetitive weighing. This AD was prompted by our determination that certain text in the method of compliance language specified in AD 2013- 26-05 incorrectly refers to Airbus, instead of ``Dassault Aviation.'' We are issuing this AD to detect and correct a dormant failure in the fire suppression system, which could result in the inability to put out a fire in an engine, auxiliary power unit (APU), or rear compartment.
2000-09-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, 747SP, and 747SR series airplanes, that requires one-time detailed visual and eddy current inspections to detect cracking of the nose cowl mounting flange; rework of the nose cowl mounting flange; eddy current inspection to detect cracking of the reworked nose cowl mounting flange; and corrective action, if necessary. This amendment is prompted by reports of the nose cowl separating from the engine and departing the airplane following severe engine vibration. The actions specified by this AD are intended to prevent separation of the nose cowl from the engine, which could cause collateral damage to the airplane, and, possibly, reduced controllability of the airplane.
57-19-02: 57-19-02 SIKORSKY: Applies to all Model S-58 Helicopters. Compliance required as soon as possible but not later than October 30, 1957. To avoid the possibility of slippage in S-58 hydromechanical clutch due to adverse tolerance conditions replace S1635-91046-1 rollers with S1635-91065 rollers. The new rollers are three-thousandths (0.003) larger in diameter and may be identified by their dulite finish. (Sikorsky telegraphic message SST-1-281 dated September 12, 1957, covers the same subject.)
86-07-12: 86-07-12 PRATT & WHITNEY: Amendment 39-5267. Applies to PW JT9D-7R4G2 engines. Compliance is required as indicated unless already accomplished. To prevent possible engine support clevis failure, accomplish the following: (a) Remove P/N 5006482-01 engine support clevis on PW JT9D-7R4G2 at or before 3,000 cycles in accordance with PW SB JT9D-7R4-72-119, Revision 3, dated November 5, 1985, or FAA approved equivalent. (b) Replace any engine support clevis with greater than 3,000 cycles prior to next flight. NOTES: (1) For the purpose of this AD, the number of flight cycles equals the number of flights that involve an engine operating sequence consisting of engine starting, takeoff operation, landing and engine shutdown. (2) The hourly life limit is not affected by this AD. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. SB JT9D-7R4-72-119, Revision 3, dated November 5,1985, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Pratt & Whitney, Commercial Products Division, 400 Main Street, East Hartford, Connecticut 06108. These documents also may be examined at the Office of the Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on April 11, 1986.
2015-05-52: We are publishing a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109, A109A, A109A II, A109C, A109K2, A109E, A119, A109S, AW119 MKII, and AW109SP helicopters, which was sent previously to all known U.S. owners and operators of these helicopters. This AD requires inspecting certain tail rotor (T/R) pitch control links (pitch links) for freedom of movement, corrosion, excessive friction of the spherical bearings, and cracks. This AD is prompted by a report of an in-flight failure of a pitch link on an Agusta Model AW119 MKII helicopter. These actions are intended to prevent loss of T/ R pitch control and subsequent loss of control of the helicopter.
2015-07-03: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Model 402C and 414A airplanes. This AD requires repetitively inspecting the engine mount beams for cracks and contacting Cessna for FAA-approved corrective action if cracks are found. This AD also requires sending an inspection report to the FAA and to Cessna. This AD was prompted by reports of cracks found across the engine mount beams. We are issuing this AD to correct the unsafe condition on these products.
97-26-13: This amendment adopts a new airworthiness directive (AD) that applies to all Empresa Brasileira de Aeronautica S.A. (EMBRAER) Models EMB-110P1 and EMB-110P2 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent increased propeller drag beyond the certificated limits caused by the power levers being positioned below the flight idle stop while the airplane is in flight, which could result in loss of airplane control or engine overspeed with consequent loss of engine power.
86-07-08: 86-07-08 DEHAVILLAND: Amendment 39-5279. Applies to all Model DHC-7 series airplanes, certificated in any category. Compliance is required as indicated, unless already accomplished. To ensure observation of wet starts, detection of heat-damaged wing upper surface structure behind the engine, and protection against wet starts of the engine resulting in external combustion of fuel, accomplish the following: A. Except as provided in paragraph C., below, within the next 25 hours time-in- service after the effective date of this AD, insert a copy of this AD following Page 2-2-4B of the DHC-7 Airplane Flight Manual (AFM). After every aborted engine start in conjunction with either flight or other operations, follow AFM limitations and applicable procedures for starter cranking cycles, proper fuel draining, and dry motoring/clearing of the engine. An appropriately stationed observer must witness the subsequent starting attempt to determine whether external flames from the exhaust stacks and any burning of residual fuel on wing surfaces occurs. 1. If no external flame or external flame lasting for less than 5 seconds is observed, the airplane may be dispatched. 2. If external flame lasting 5 seconds or more is observed, a visual inspection of the affected wing area must be performed before further flight, in accordance with the Accomplishment Instructions, Paragraph 1, of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. a. If distortion or buckling of the skin is evident during the visual inspection, perform an internal conductivity survey of the affected area, and repair, as necessary, before further flight, in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing.b. If blistering or charring of the paint due to engine exhaust heat is evident during the visual inspection, before further flight, perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repairs, as necessary, in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. c. If no visible damage (i.e., no blistering or charring of paint or buckling of the wing skin) is apparent, within 100 flight hours perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repairs, as necessary, of the affected area in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. B. Except as provided in paragraph C., below, within the next 25 hours time-in- service after the effective date of this AD, visually inspect the upper wing skin behind each engine nacelle in accordance with the Accomplishment Instructions, Paragraph 1, of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. 1. If distortion or buckling of the skin is evident during the visual inspection, repairs must be effected before further flight. In order to determine the extent of repairs, perform an internal conductivity survey of the affected area in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. 2. If blistering or charring of the paint due to engine exhaust heat is evident during the visual inspection, before further flight, perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repair, as necessary, of the affected area in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. C. Accomplishment of DeHavilland Modification No. 7/2414 - "Wing - Upper Skin Structure - Special Inspection and Installation of Heat Shields," described in DeHavilland Service Bulletin No. 7-57-25 constitutes terminating action for the visual inspection and conductivity surveys required by paragraphs A. and B., above. When that modification has been accomplished, this AD may then be removed from the Airplane Flight Manual. 1. Prior to installation of Modification No. 7/2414, the following must be accomplished: a. Perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repairs, as necessary before further flight, of the upper wing skin behind each engine nacelle, in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. b. For airplanes, serial numbers 1 through 27, Modification Nos. 7/2377 and 7/2378 - "Fuel Tank Access Panel Replacement," described in DeHavilland Service Bulletin No. 7-57-17 (originally issued October 12, 1983), must be accomplished. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved bythe Manager, New York Aircraft Certification Office, FAA, New England Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by 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 DeHavilland Aircraft of Canada, Ltd., Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective April 22, 1986.
2015-07-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524 turbofan engines with certain part number (P/N) low-pressure turbine (LPT) stage 3 turbine blades installed. This AD requires implementation of a life limit for certain P/N LPT stage 3 turbine blades and replacement of affected blades that reach or exceed the life limit. This AD was prompted by reports of LPT stage 3 turbine blade failures, release of blades, and subsequent in- flight shutdowns. We are issuing this AD to prevent failure of LPT stage 3 turbine blades and subsequent release of blade debris, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.
2000-09-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Maule Aerospace Technology, Inc. (Maule) M-4, M-5, M-6, M-7, MX-7, and MXT-7 series airplanes and Models MT-7-235 and M-8-235 airplanes. This AD requires you to inspect all NicopressTM sleeve terminal ends for correct size compression, with adjustment or replacement, as necessary. This AD results from a report of the rudder cable slipping out of the NicopressTM sleeve while one of the affected airplanes was landing. The actions specified by this AD are intended to detect and correct improper crimping of the NicopressTM sleeve, which could cause a control cable to slip from the sleeve. This could result in loss of rudder, elevator, aileron, or flap control.
90-15-08: 90-15-08 HOFFMANN AIRCRAFT GmbH: Amendment 39-6655. Docket No. 90-CE-08. Applicability: Model H-36 DIMONA (all serial numbers) gliders, certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To insure the continued structural integrity of the wing attachments, accomplish the following: (a) Visually inspect and measure the distance between the main bolt heads, the bulkhead bushings, and the back face of the main bulkhead in the wing spar tunnel in accordance with the instructions and criteria specified in Hoffmann Aircraft GmbH Service Bulletin Number 24, dated May 4, 1988. If any discrepancies are noted, prior to further flight repair the discrepancies in accordance with the instructions contained in the above Service Bulletin. (b) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety, maybe approved by the Manager, Brussels Aircraft Certification Office, FAA, c/o American Embassy, B-1000, Brussels, Belgium. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Hoffmann Aircraft GmbH, Richard-Neutra-Gasse 5, 1210 Wein, Austria; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6655, AD 90-15-08) becomes effective on August 20, 1990.
83-07-04 R1: 83-07-04 R1 SHORT BROTHERS LTD.: Amendment 39-4604 as amended by Amendment 39-4665. Applies to Model SC-7 Series 3 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude failure of the primary flight control systems, accomplish the following: a) Within the next 100 hours time-in-service after the effective date of this AD and at intervals not to exceed 500 hours time-in-service thereafter: 1) Visually inspect the control system linkage connections listed in paragraph a)3) of this AD in accordance with Short Brothers Service Bulletin (SB) No. 27-66, dated November 18, 1977. Each connection typically consists of a clevis (control rod) and rod- end bearing joined by a pin as shown on Figure 1 of SB No. 27-66. Each end of the pin must be secured by a retaining plate bonded to the clevis and one end must have a locking rivet through the pin and clevis. 2) If a retaining plate or locking rivet are found to be loose or detached from the clevis, prior to further flight, repair the connection in accordance with instructions in SB No. 27-66.z. 3) The locations of the control system linkage connections to be inspected are as follows (refer to page 3 of SB No. 27-66): i) One location in each wing on the aileron control rod. ii) Twenty-four locations in control rods along the upper fuselage between Stations 96 and 410. b) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplanes. c) The repetitive inspections required by this AD may be discontinued upon incorporation of Modification 1674 as described in Revision 1 to Short Brothers SB No. 27-66, dated March 31, 1978, and SB No. 27-68, dated January 19, 1979. d) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa or Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. Amendment 39-4604 became effective on April 11, 1983. This Amendment 39-4665 becomes effective June 23, 1983.
93-08-18: 93-08-18 PRATT & WHITNEY: Amendment 39-8566. Docket 92-ANE-16. Supersedes AD 91-05-20, Amendment 39-6919. Applicability: Pratt & Whitney Model PW4152, PW4156, and PW4158 model turbofan engines equipped with electronic engine control (EEC) Part Numbers 50D436, 50D791, 50D824, 51D037, and 51D053, installed on but not limited to Airbus A310 and Airbus A300 series aircraft. Compliance: Required within 30 days after the effective date of this airworthiness directive (AD), unless accomplished previously. To prevent a high pressure compressor failure that can be caused by excessive blade tip to airseal interference, which can result in total loss of engine thrust, accomplish the following: (a) The ENGINE ANTI ICE must be switched to "ON" prior to takeoff and must be in the "ON" position for any flight operation below 15,000 feet. (b) Install placards in the cockpit of Airbus A310-300 and A300-600 aircraft, just above the Captain and the First Officer Primary Flight Displays, indicating the following: "BEFORE TAKE OFF, SET ENG. ANTI ICE ON. KEEP ENG. ANTI ICE ON FOR ANY OPERATION BELOW 15,000 FT." NOTE: Further information on the placards may be obtained from Airbus Industrie Service Information Letter 72-001, Revision 1, dated September 18, 1990. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) This amendment becomes effective on July 6, 1993.