Results
47-42-20: 47-42-20 ERCO: (Was Mandatory Note 17 of AD-718-7.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 1033 to 1327, Inclusive. Compliance required not later than next 100-hour inspection. One of the above airplanes may contain a control column shaft, P/N 415-52129, which is defective at its lower bearing fitting. In order to ascertain whether the fitting is defective withdraw the shaft from the control column so the surface of lower control shaft fitting, P/N 415-52126, which bears on the lower bakelite bushing, can be examined. If a steel sleeve is found brazed to this lower shaft fitting's bearing surface, the shaft should be replaced and the defective shaft returned to the manufacturer. (Ercoupe Service Policy Letter No. B-10, covering the subject will be issued to each Ercoupe distributor.)
92-23-02: 92-23-02 MCDONNELL DOUGLAS: Amendment 39-8402. Docket No. 92-NM-92-AD. \n\n\tApplicability: Model MD-11 series airplanes; operating in an all-passenger configuration, or in any combination of passenger and main deck cargo configurations; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE: Model MD-11 series airplanes that are operated as freighters may continue to use the unmodified slides at door number 1. However, should any of these airplanes be converted to an all-passenger configuration, or any combination of passenger and main deck cargo configurations, the requirements of this AD must be accomplished. \n\n\tTo prevent buckling of the evacuation slides/rafts and poor visibility during night lighting conditions, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: \n\n\t(a)\tFor Model MD-11 series airplanes with interior passenger seating configurations not exceeding306, and the number of passenger seats in the zone between doors 3 and 4 not exceeding 165: Within 12 months after the effective date of this AD, replace existing evacuation slides/rafts with modified slides/rafts, part numbers 60289-115 or -117; 60290-115; 60291-115; and 60291-116; in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-87, dated January 23, 1992; and McDonnell Douglas Service Bulletin 25-116, Revision 1, dated May 15, 1992. \n\n\t(b)\tFor Model MD-11 series airplanes with interior passenger seating configurations from 307 to 381, inclusive, and the number of passenger seats in the zone between doors 3 and 4 not exceeding 165: Within 6 months after the effective date of this AD, replace existing evacuation slides/rafts with modified slides/rafts, part numbers 60289-115 or -117; 60290-115; 60291-115; and 60291-116; in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-116, Revision 1, dated May 15, 1992. \n\n\t(c)\tFor Model MD-11 series airplanes with interior passenger seating configurations not exceeding 381, and more than 165 passenger seats in the zone between doors 3 and 4: Within 3 months after the effective date of this AD, replace existing evacuation slides/rafts with modified slides/rafts, part numbers 60289-115 or -117; 60290-115; 60291-115; and 60291-116; in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-87, dated January 23, 1992; and McDonnell Douglas Service Bulletin 25-116, Revision 1, dated May 15, 1992. \n\n\t(d)\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO.NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(e)\tSpecial 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. \n\n\t(f)\tThe replacement shall be done in accordance with McDonnell Douglas Service Bulletin 25-87, dated January 23, 1992; and McDonnell Douglas Service Bulletin 25-116, Revision 1, dated May 15, 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on November 25, 1992.
91-18-18: 91-18-18 MCDONNELL DOUGLAS: Amendment 39-8021. Docket No. 91-NM-175-AD. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the pressurized fuselage, accomplish the following: \n\n\t(a)\tFor airplanes that have accumulated 55,000 landings or more as of the effective date of this AD, within 15 calendar days after the effective date of this AD, and thereafter at intervals not to exceed 1,500 landings, perform high frequency eddy current (HFEC) inspections to detect cracks of the fuselage left-hand skin panel at longeron 22L, between stations 160 and 200, in accordance with McDonnell Douglas Alert Service Bulletin A53-251, dated August 9, 1991. \n\n\t(b)\tFor airplanes that have accumulated less than 55,000 landings as of the effective date of this AD, within 45 calendar days after the effective date of this AD, or prior to the accumulation of 40,000 landings, whichever occurs later, and thereafter at intervals not to exceed 1,500 landings, perform high frequency eddy current (HFEC) inspections to detect cracks of the fuselage left-hand skin panel at longeron 22L, between stations 160 and 200, in accordance with McDonnell Douglas Alert Service Bulletin A53-251, dated August 9, 1991. \n\n\t(c)\tIf the fuselage skin attachments are obscured from exterior coatings of paint, prior to the accomplishment of the high frequency eddy current (HFEC) inspections required by paragraph (a) or (b) of this AD, chemically remove the obscuring coatings of paint. \n\n\t(d)\tIf cracks are found as a result of the inspections required by paragraph (a) or (b) of this AD, before further flight, repair in a manner approved by the Manager of the Los Angeles Aircraft Certification Office (ACO). \n\n\t(e)\tWithin 10 calendar days after the accomplishment of the initial inspections required by paragraph (a) or (b) of thisAD, submit a report of both positive and negative findings of the initial inspection to the Manager of the Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, at 3229 East Spring Street, Long Beach, California 90806-2425, or Fax to (213) 988-5210. The information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056. \n\n\t(f)\tIf other cracks, as specified in McDonnell Douglas Alert Service Bulletin A53-251, dated August 9, 1991, are found on any adjacent longerons or fuselage skin panels as a result of any other inspection of those areas, within 10 calendar days after those inspections, report all positive findings to the Manager of the Los Angeles ACO. The information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(h)\tSpecial 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. \n\n\t(i)\tThe inspection requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A53-251, dated August 9, 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 McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8021, AD 91-18-18) becomes effective on August 21, 1991.
58-23-02: 58-23-02 DOUGLAS: Applies to All Model DC-6 Series Aircraft Prior to Fuselage Number 221, Except Number 214. \n\n\tCompliance required as indicated. \n\n\tNumerous cases have been reported wherein cracks have occurred in the vertical stabilizer front spar fittings, P/N 3344473, at Station 1033 bulkhead. Unless already accomplished, the following inspection must be made on all DC-6 Series airplanes indicated above which have in excess of 10,000 hours total flight time: \n\n\t1.\tWithin the next 25 hours flying time, inspect the above fittings for cracks occurring through the stabilizer attachment bolt holes and boss of the fitting and which propagate into either or both longitudinal flanges of the part. Cracks in one leg only should not exceed 3 1/2 inches in length. Cracks in both legs should not exceed 2 inches each. Cracks shall not be less than 3/4 inch from the edge of the leg and their length should be measured from the face of the counter bore on the lower side of the stabilizer attach bolt hole. \n\n\t2.\tIf cracks do not exceed the above limits, the parts may be continued in service for a maximum of 150 hours of flying time before replacement with the new part P/N 3406332, provided they are: (1) Stop drilled using a No. 10 drill and, (2) they are inspected at periods not to exceed 25 hours of flying time. \n\n\t3.\tFittings having cracks in excess of the above limits or cracks which extend across the leg of the fitting, must be replaced with new part, P/N 3406332, prior to next flight. \n\n\t4.\tFittings found to have no cracks at the time of inspection, per 1. must be accorded a repetitive inspection at each block overhaul period or at periods not to exceed 3,500 hours, until new fitting, P/N 3406332, is installed. \n\n\t(Douglas Alert Service Bulletin No. A-796, dated August 15, 1958, and Service Bulletin No. 796, dated September 2, 1958, cover this same subject.)
2009-04-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The application of most recent 3D FEM modeling has resulted in the need to reconsider the disc lives as currently shown in the Time Limits Manual. The current Post Certification Life Statement for the low pressure (LP) compressor (fan) disc assembly revises the Declared Safe Cyclic Life (DSCL) from 33,000 flight cycles to 25,000 flight cycles for both the BR715 LP (fan) disc assembly Part No. (P/ N) BRH10048 and BR715 LP compressor (fan) disc assembly P/N BRH19253, when installed in the BR700-715A1-30 engine model and operated against the Hawaiian Flight Mission. We are issuing this AD to prevent uncontained failure of the LP compressor (fan) disc assembly and damage to the airplane.
71-03-02: 71-03-02 BOEING: Amdt. 39-1151. Applies to Model 707 and 720 series airplanes listed in Boeing Service Bulletin 3003, Revision 2, dated January 15, 1971, or later FAA approved revisions. \n\tCompliance required as indicated after the effective date of this AD. \n\tTo assure elevator aft quadrant integrity, accomplish the following inspections and rework or the equivalent inspections and rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(a)\tWithin the next 15 hours' time in service unless already accomplished per Telegraphic Alert Service Bulletin 3003 dated October 16, 1970, or AD 70-22-08, perform a close visual inspection of the elevator aft control quadrant hub aft flange face and central web area for corrosion and cracks per Part I of Boeing Service Bulletin 3003, Revision 2, dated January 15, 1971, or later FAA approved revisions. If cracks are found, replace quadrant per paragraph (d). \n\t(b)\tWithin the next 750 hours' time in service unlessalready accomplished, inspect the aft flange face and central web of the elevator aft quadrant for corrosion and cracks per Parts I and II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. Accomplish a micrometer check of the quadrant torque tube diameter for ovalness in both the "x" and "y" axes as shown in Fig. 1 of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. \n\t\t(1)\tIf the torque tube is either round or oval within limits per Part II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions, perform periodic close visual inspections at intervals not to exceed 750 hours' time in service. On or before 1500 hours' time in service, initiate the dye penetrant or eddy current and torque check inspection program per Part III of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. The quadrant assembly may be retained in service under dye penetrant or eddy current inspection surveillance atintervals not to exceed 1500 hours' time in service until it is either replaced or overhauled per (c). \n\t\t(2)\tIf the torque tube exceeds the limits of ovalness specified in Part II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions, conduct a dye penetrant or eddy current inspection and torque check per Part IV of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions prior to further flight. \n\t\t(3)\tIf, after performing the inspection and torque check per (2) above, the torque tube diameter difference is less than .004, the quadrant assembly may be retained in service under dye penetrant or eddy current inspection surveillance at intervals not to exceed 1500 hours' time in service until it is either replaced per (d) or overhauled per (c). \n\t\t(4)\tIf, after completing the inspection and torque check per (2) above, the torque tube dimensional difference is still greater than .004, replace the quadrant assembly per (d). \n\t(c)\tOn or before 12,000 hours' time in service unless already accomplished, overhaul or replace the quadrant assembly per Part V of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. \n\t(d)\tIf, as a result of any of the foregoing inspections, the quadrant assembly shows signs of cracks, or the torque tube ovalness is beyond limits after the torque check, replace the quadrant assembly prior to further flight with either an "Existing" quadrant assembly reworked in accordance with Part V of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions, or by an "Equivalent" new quadrant assembly as identified in table II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. \n\t(e)\tThe inspections required by this AD may be discontinued upon replacement of the aft quadrant assembly by an "Existing" quadrant assembly reworked in accordance with Part V of the Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions, or by an "Equivalent" new quadrant assembly as identified in table II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. \n\tThis amendment supersedes Amendment 39-1101, 35 F.R. 16791, AD 70-22-08. \n\tThis amendment becomes effective February 13, 1971.
2009-18-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 and -300 series airplanes, Model A340-200 and -300 series airplanes, and Model A340-541 and -642 airplanes. This AD requires replacing certain Thales Avionics pitot probes with certain other pitot probes. This AD results from reports of airspeed indication discrepancies while flying at high altitudes in inclement weather conditions. We are issuing this AD to prevent airspeed discrepancies, which could lead to disconnection of the autopilot and/or auto-thrust functions, and reversion to flight control alternate law and consequent increased pilot workload. Depending on the prevailing airplane altitude and weather, this condition, if not corrected, could result in reduced control of the airplane.
2009-03-01: We are adopting a new airworthiness directive (AD) for certain Learjet Model 55, 55B, and 55C airplanes. This AD requires inspecting the installation of the forward light assembly in the aft lavatory to determine the location of the terminal connector; inspecting for damage of the light assembly terminals, wires, and oxygen lines; inspecting to determine if the cable nipple is installed over the light assembly terminal; and doing corrective actions if necessary. This AD also requires installing a clamp to the forward side of the frame to maintain a positive distance between the light assembly and oxygen line. This AD results from a report of a cabin fire in the left-hand upper cabin fuselage above the aft cabin window at frame 23. We are issuing this AD to detect and correct improper installation of the lavatory light assembly, which could result in contact between the electrical terminals of the light assembly and an adjacent oxygen supply line, and consequent short circuit or fire hazard.
93-23-03: 93-23-03 MCDONNELL DOUGLAS: Amendment 39-8737. Docket 93-NM-39-AD. \n\n\tApplicability: Model DC-9 and Model DC-9-80 series airplanes; equipped with BFGoodrich evacuation slides, as listed in BFGoodrich Service Bulletin 4A3106/4A3153-25-258, dated March 29, 1993, having regulator part number 4A3106-1, -2, or 4A3153; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent delayed inflation of the evacuation slide, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: \n\n\t(a)\tWithin 12 months after the effective date of this AD, modify BFGoodrich evacuation slides having regulator part number (P/N) 4A3106-1, -2, or 4A3153, installed on forward entry/service, aft service, and tailcone exit doors, in accordance with BFGoodrich Service Bulletin 4A3106/4A3153-25-258, dated March 29, 1993. \n\n\t(b)\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Los Angeles ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe modification shall be done in accordance with BFGoodrich Service Bulletin 4A3106/4A3153-25-258, dated March 29, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from BFGoodrich, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on December 22, 1993.
62-08-05: 62-08-05\tBOEING: Amdt. 422 Part 507 Federal Register April 17, 1962. Applies to All 707 and 720 Series Aircraft. \n\n\tAs a result of a recent incident involving loss of the electrical system and accumulation of dense smoke in the cockpit and cabin, the following is required: \n\n\t(a)\tUnless already accomplished in accordance with recommendations contained in the telegram dated March 23, 1962, issued by Boeing Aircraft Company, within the next 25 hours' time in service, inspect electrical components and wiring within the J6 electrical panel to determine that: \n\n\t\t(1)\tLugs and braided leads are tightly secured to the contractor studs; \n\n\t\t(2)\tBraid jumpers are adequately separated from adjacent jumpers to prevent contact; \n\n\t\t(3)\tThere is no evidence of overheating in wiring and braided leads; and \n\n\t\t(4)\tThere is no evidence of capacitor leaks, swelling or overheating. \n\n\t(b)\tIf any of the foregoing items require corrective action, repair in accordance with acceptable maintenance practices. \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated March 30, 1962.
91-23-14: 91-23-14 MCDONNELL DOUGLAS: Amendment 39-8083. Docket No. 91-NM-89-AD. \n\n\tApplicability: Model DC-10-10, -10F, -15, -30, -30F, -40, -40F, and KC-10A (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent an unobserved indication that the hydraulic system number 3 shutoff valve has closed, accomplish the following: \n\n\t(a)\tWithin 6 months after the effective date of this AD, modify the Master Caution Warning System by installing a wire in accordance with paragraph 2, Accomplishment Instructions, of McDonnell Douglas DC-10 Service Bulletin 29-132, Revision 1, dated August 26, 1991. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe modification requirements shall be done in accordance with McDonnell Douglas DC-10 Service Bulletin 29-132, Revision 1, dated August 26, 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California, 90801, ATTN: Group Leader, MD-11/DC-10 and DC-8/-8, Service Change Operations, Mail Code 73-30. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street,Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8083, AD 91-23-14) becomes effective on January 9, 1992.
72-07-11: 72-07-11 CONSOLIDATED AERONAUTICS: Amendment 39-1429 as amended by Amendment 39-1577. Applies to Colonial Model C-1, C-2, and Lake Model LA-4, LA-4A, LA- 4P and LA-4-200 airplanes below S/N 503 certificated in all categories, incorporating Flap Actuator Pushrod Assembly, Lake Aircraft Corporation P/N 2-7811-7. Compliance required as indicated. To prevent hazards in flight as a result of the failure of the rod-end bearing, P/N HM-5C, connected to the flap pushrod, P/N 2-7811-21, accomplish the following: (a) Within the next 15 hours in service after the effective date of this AD, unless already accomplished within the last 10 hours in service, and at intervals thereafter not to exceed 25 hours in service from the last inspection: Remove the rod-end bearing P/N HM-5C at the forward end of the flap pushrod: (1) Visually inspect the rod-end bearing for corrosion and for freedom of motion of the ball. Lubricate the ball before reinstalling the rod end. (2) With at least a 10-power glass, inspect the threaded portion of P/N HM- 5C for cracks. (b) Corroded, cracked, and binding parts must be replaced before further flight with parts inspected in accordance with this directive or with equivalent parts. (c) When P/N HM-5G or an equivalent part is installed, the repetitive inspection specified in Paragraph (a) may be discontinued. (d) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the repetitive inspection interval specified in this AD. Equivalent parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (Lake Aircraft Division, Consolidated Aeronautics, Service Letter No. 39 pertains to this subject.) Amendment 39-1429 was effective upon publication in the Federal Register. This Amendment 39-1577 becomes effective January 5, 1973.
93-23-06: 93-23-06 PRATT & WHITNEY CANADA: Amendment 39-8740. Docket No. 91-ANE-49. Supersedes priority letter AD 88-24-02. Applicability: Pratt & Whitney Canada (PWC) PT6A-50 series turboprop engines installed on but not limited to DeHavilland DHC-7 turboprop aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent aircraft damage from engine failure debris, accomplish the following: (a) Within one calendar day after the effective date of this AD, inspect the airframe chip detector flag system, and thereafter reinspect each day of operation, in accordance with DeHavilland Canada (DHC) Dash 7 Maintenance Manual, Section 71-05-00, dated July 15, 1977. If the chip detector flag is actuated, accomplish paragraphs (b)(1), (b)(2), and (b)(4) of this AD, prior to further flight. (b) Within the next 50 hours time in service (TIS) after the effective date of this AD, accomplish the following: (1) Remove and visually inspect the engine chip detector for metal debris, in accordance with PWC PT6A-50 Maintenance Manual, Section 79-35-02, dated January 15, 1991, and based on the inspection results, accomplish the applicable procedures specified in Section 79-35-02, dated January 15, 1991. (2) Remove from service engine chip detector Part Number (P/N) 3040019, if installed, and replace with engine chip detector P/N 3026609. (3) Inspect the circuit wiring of the installed or replacement engine chip detector, P/N 3026609, in accordance with PWC PT6A-50 Maintenance Manual, Section 79-35-02, dated January 15, 1991. Remove from service, prior to further flight, engine chip detectors found with an open circuit and replace with serviceable engine chip detectors. (4) Perform a one-time inspection check of the airframe chip detector flag system by grounding the wiring pins in the connector to the chip detector, in accordance with PWC Alert Service Information Letter (SIL) No. 4019, dated October 20, 1988. If the chip detectorflag is not actuated in the nacelle, correct defects and repeat this inspection check until the chip detector flag actuation is confirmed (reference DeHavilland Canada Dash 7 Maintenance Manual, Section 71-05-00, dated July 15, 1977). (5) Inspect the main oil filter for contamination, and based on the inspection results, accomplish the applicable procedures specified in PWC PT6A-50 Maintenance Manual, Section 79-25-04, dated January 15, 1991. (c) Thereafter, inspect the main oil filter at intervals not to exceed 100 hours TIS since the last inspection in accordance with the requirements of paragraph (b)(5) of this AD. If visible metallic debris is evident, accomplish paragraph (b)(1) of this AD prior to further flight. (d) Remove, inspect, and reinstall the engine chip detector of non-installed engines, in accordance with paragraphs (b)(1), (b)(2), and (b)(3) above, prior to entering service. NOTE: Paragraphs (a) through (d) of this AD repeat the compliance requirementsof paragraphs (a) through (d) of priority letter AD 88-24-02. (e) Remove from service power turbine (PT) shroud, Part Number (P/N) 3023797, and replace with PT shroud, P/N 3112919-01, in accordance with PWC Service Bulletin (SB) No. 4143R2, dated December 6, 1991, on or before December 31, 1994. PWC SB 4143, dated May 31, 1989, and PWC SB 4143, Revision 1, dated February 12, 1990, are acceptable alternate means of compliance to this AD. Installation of PT shroud, P/N 3112919-01, constitutes terminating action to the inspection requirements of this AD. (f) 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 Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methodsof compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (g) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the aircraft to a location where the requirements of this AD can be accomplished. (h) The modification shall be done in accordance with the following documents: Document No. Page No. Issue Date DHC-7 Maintenance Manual, Section 71-05-00 1-3 Original Jul 15, 1977 Total pages: 3 PWC PT6A-50 1 Original Apr 5, 1976 Maintenance Manual, 2 Original Mar 1, 1977 Section 79-35-02 201 Original Jan 26, 1983 202 Original Apr 5, 1976 203 Original Jan 15, 1991 204 Original Jan 26, 1983 Total pages: 6 PWC Alert SIL No. 4019 1-2 Original Oct 20, 1988 Total pages: 2 PWC PT6A-50 202 A&B Original Jan 26, 1983 Maintenance Manual, 204, & Section 79-25-04 209 203 Original Apr 5, 1976 205-6 Original Jan 15, 1991 207-8, Original Apr 2, 1987 & 210 Total pages: 10 PWC (SB) No. 4143R2 1-2 Revision 2 Dec 6, 1991 Total pages: 2 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, Technical Publications Department, 1000 Marie Victorin, Longueuil, Quebec J4G 1A1. 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. (i) This amendment becomes effective on January 26, 1994.
2021-19-17: The FAA is adopting a new airworthiness directive (AD) for certain Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. This AD was prompted by an incident of a side facing utility seat detaching from wall attachment points. This AD requires modifying certain side facing utility seats and observer seats, and prohibits installing those seats unless the modification has been accomplished. The FAA is issuing this AD to address the unsafe condition on these products.
2009-15-19: 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: BAE Systems (Operations) Ltd has determined that in order to assure the continued structural integrity of the horizontal stabilizer lower skin and joint plates in the rib 1 area of certain BAe 146 aircraft, a revised inspection programme for this area is considered necessary. The disbonding of joints can lead to corrosion which, if undetected, could result in degradation of the structural integrity of the horizontal stabilizer. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-04-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The review of manufacturing process and service experience has shown that the ALRP-5 fuel metering pump units released to service between May 2006 and April 2007 can be vulnerable for seizing. This vulnerability is demonstrated by occurrence of aluminum and bronze chips at the filter. This condition, if not corrected might lead to seizing of the pump and engine RPM decrease. This AD requires actions that are intended to address the unsafe condition described in the MCAI, which could result in low-time pump seizure, loss of engine fuel flow and engine power, possibly leading to an autorotation landing.
67-17-03: 67-17-03 FAIRCHILD-HILLER: Amdt. 39-412 Part 39 Federal Register May 16, 1967. Applies to Model F-27 Airplanes, Serial Numbers 1 through 122, and Model FH-227 Airplanes, Serial Numbers 501 through 529. Compliance required as indicated. To detect cracks in the skin of the upper inboard forward part of the horizontal stabilizer, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, and thereafter at intervals not to exceed 150 hours' time in service from the last inspection, remove the stabilizer inboard leading edge fairing and inspect the top skin for cracks in the area from Stabilizer Station 0 to Station 30.0 and aft from the front spar to stringer No. 10, using X-ray, or visually with a glass of at least 10-power, or an FAA-approved equivalent inspection. (b) If a crack is found during an inspection, repair the crack before further flight with an FAA-approved repair, or replace the cracked part with a part of the same part number that has been inspected in accordance with (a) and found free of cracks, or with an FAA-approved equivalent part. (c) The repetitive inspection interval specified in (a) may be increased from 150 hours' time in service to 1,200 hours' time in service from the last inspection on Model F-27 Series airplanes modified in accordance with Fairchild Hiller Service Bulletin 55-11, Revision 1, dated November 17, 1966, or later FAA-approved revision, or an FAA-approved equivalent modification, and on Model FH-227 airplanes modified in accordance with Fairchild Hiller Service Bulletin 55-1, Revision 1, dated November 17, 1966, or later FAA-approved revision, or an FAA-approved equivalent modification. (d) Equivalent inspections and repairs may be approved by an FAA maintenance inspector. Equivalent parts, Service Bulletin revisions, and modifications, must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (e) Upon request with substantiating data submitted through an FAA maintenance inspector, compliance times specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This supersedes AD 66-08-03. This directive effective May 16, 1967.
93-23-05: 93-23-05 GENERAL ELECTRIC AIRCRAFT ENGINES: Amendment 39-8739. Docket No. 92-ANE-09. Applicability: General Electric (GE) Aircraft Engines Model(s) CT7-5A2 and -7A turboprop engines, incorporating gas generator turbine (GGT) rotor assembly parts and power turbine (PT) disks, as listed by serial number in GE CT7 Turboprop Service Bulletin (SB) A72- 228, Revision 2, and GE CT7 Turboprop SB A72-229, Revision 2, both dated February 7, 1991, installed on, but not limited to, Saab 340A and Casa CN235-10 aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue cracks that can lead to an uncontained engine failure, accomplish the following: (a) Inspect GGT rotor Stage 1 forward cooling plates, Stage 1 aft cooling plates, Stage 1 disks, Stage 2 forward cooling plates, Stage 2 aft cooling plates, and Stage 2 disks, in accordance with GE CT7 Turboprop SB A72-228, Revision 2, dated February 7, 1991, before exceeding the "max total cycles prior to inspect" limits listed in Tables 1 and 2 of the SB, but not later than December 31, 1995. (1) If evidence of shotpeening is found on any of these parts, prior to further flight, replace the affected parts with serviceable parts. (2) If no evidence of shotpeening is found, prior to further flight, mark the parts with the SB number, in accordance with GE CT7 Turboprop SB A72-228, Revision 2, dated February 7, 1991, and return to service without reducing low cycle fatigue limits. (b) Inspect Stage 3 and Stage 4 PT disks, in accordance with GE CT7 Turboprop SB A72-229, Revision 2, dated February 7, 1991, prior to exceeding the "max total cycles prior to inspect" limits listed in Table 1 of the SB, but not later than December 31, 1995. (1) If evidence of shotpeening is found, prior to further flight, replace the affected disks with serviceable disks. (2) If no evidence of shotpeening is found, prior to further flight, mark the disks with the SB number, in accordancewith GE CT7 Turboprop SB A72-229, Revision 2, dated February 7, 1991, and return to service without reducing low cycle fatigue limits. (c) The inspections, markings, and repairs shall be done in accordance with the following service bulletins: Document No. Page No. Issue Date GE CT7 Turboprop SB 1-4 & 6 Revision 2 Feb 7, 1991 A72-228 5 & 7-12 Original Jan 30, 1990 Total pages: 12 GE CT7 Turboprop SB 1-3 Revision 2 Feb 7, 1991 A72-229 4-7 Original Jan 30, 1990 Total pages: 7 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 General Electric Aircraft Engines, 1000 Western Avenue, Lynn, MA 01910. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Attn: Rules Docket No. 92-ANE-09, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street NW., suite 700, Washington, DC. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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 aircraft to a location where the requirements of this AD can be accomplished. (f) This amendment becomes effective on January 10, 1994.
2009-01-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There have been several cases reported where the landing gear did not retract after take-off. Subsequent investigation revealed this was caused by fatigue failure of the nose landing gear electrical harness. In conjunction with one engine being inoperable, this could, in certain operating conditions, affect continued safe flight and landing. We are issuing this AD to require actions to correct the unsafe condition on these products.
99-05-07: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B and 214B-1 helicopters, that requires creation of a component history card or an equivalent record using the Retirement Index Number (RIN) system, establishing a system for tracking increases to the accumulated RIN, and establishing a maximum accumulated RIN for the pillow block bearing bolts (bearing bolts) of 17,000 before they must be removed from service. This amendment is prompted by fatigue analyses and tests that show certain bearing bolts fail sooner than originally anticipated because of the unanticipated high number of lifts and takeoffs (torque events) performed with those bearing bolts in addition to the time-in-service (TIS) accrued under other operating conditions. The actions specified by this AD are intended to prevent fatigue failure of the bearing bolts, which could result in failure of the main rotor system and subsequent loss of control ofthe helicopter.
46-33-02: 46-33-02 GLOBE: (Was Mandatory Note 2 of AD-766-5.) Applies to Models GC-1A, GC-1B Aircraft Serial Numbers 3 to 174 Inclusive. Compliance required prior to October 1, 1946. Install stiffeners, Globe P/N 11-213-1471-1 R & L, on the flange of the upper bulkhead at fuselage Station 167, with six rivets per stiffener, to prevent the formation of cracks originating at the joggles in the flange outboard of the stabilizer attachment points. Any crack should be stop drilled. If it extends into the web of the bulkhead an 0.040-inch 24ST alclad reinforcing plate extending to the flange should be installed on the web with rivets spaced not more than 3/4 inches apart. (Globe Customer Service Maintenance Bulletin No. 2 covers this same subject.)
86-18-06: 86-18-06 BOEING: Amendment 39-5386. Applies to all Model 747 series airplanes listed in Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, certificated in any category. To detect loose or broken bolts used for the forward attachment of the Numbers 1, 2, 3, 6, 7, and 8 trailing edge flap tracks to the wing lower surface, accomplish the following, unless already accomplished: \n\n\tA.\tPrior to the accumulation of 5,000 flight cycles or within the next 300 flight cycles after the effective date of this AD, whichever occurs later, conduct a one-time inspection for loose or broken bolts in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747- 57A2234, dated February 21, 1986, or later FAA-approved revisions. NOTE: "Proof Torque" inspections previously accomplished in accordance with Boeing Service Letters Numbers 747-SL-57-44, dated December 18, 1985, or 747-SL-57-44A, dated December 20, 1985, constitute an equivalent means of compliance with the above requirement. \n\n\tB.\tIf one bolt is found loose or broken, replace all eight bolts used for the forward attachment of the trailing edge flap track to the wing lower surface within the next 600 flight cycles in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA- approved revision. \n\n\tC.\tIf two bolts are found loose or broken, replace all eight bolts used for the forward attachment of the trailing edge flap track to the wing lower surface within the next 300 flight cycles in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA- approved revision. \n\n\tD.\tIf three or more bolts are found loose or broken, replace all eight bolts used for the forward attachment of the trailing edge flap track to the wing lower surface prior to further flight in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA- approved revision. \n\n\tE.\tAlternate meansof compliance for paragraphs B., or C., above, is:\n \n\t\t1.\tIf broken bolts are found, their replacement may be deferred for 1,200 flight cycles, provided the remaining non-broken bolts are retorqued to installation requirements in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA-approved revisions.\n \n\t\t2.\tIf loose bolts are found, retorque all bolts to installation requirements in accordance with the Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA- approved revisions. \n\n\t\t3.\tPerform a visual inspection of the H-11 bolts for broken bolts (evidenced by missing heads) within 15 months after the inspections of paragraph A., of this AD, and repeat the inspections thereafter at intervals not to exceed 15 months. \n\n\t\t4.\tReplacement of the bolts with new bolts in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA-approved revisions is terminating action for therepetitive inspections required by paragraph E.3. \n\n\tF.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received this service information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 11, 1986.
2021-04-03: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. (Pilatus) Model PC-24 airplanes. This AD was prompted by mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as improperly manufactured cockpit and cabin evaporator filters installed during production on some PC-24 airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
2009-02-03: The FAA is superseding an existing airworthiness directive (AD) for Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IVO, and HIO series reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superior Air Parts, Inc. IO-360 series reciprocating engines with certain Precision Airmotive LLC RSA-5 and RSA-10 series fuel injection servos. That AD currently requires inspecting servo plugs for looseness and damage on fuel injection servos that have a servo plug gasket, part number (P/N) 365533, installed, and if loose, inspecting the servo regulator cover threads for damage, inspecting the gasket for damage, reinstalling acceptable parts, and torquing the servo plug to a new, higher torque to maintain the proper clamp-up force between the plug and cover. This AD requires the same inspections, except if the plug is found loose, servo plug gasket, P/N 365533, must be replaced with a new, improved gasket, P/N 2577258. This AD also requires replacement by December 31,2009, of servo plug gaskets, P/N 365533, manufactured and made available on or after August 22, 2006, as mandatory terminating action to the repetitive inspections required by this AD. This AD also prohibits the installation of any servo plug gasket, P/N 365533. This AD also clarifies the TCM engine model applicability, and adds Bendix RSA-5 and RSA-10 series fuel injection servos to the applicability. This AD results from Precision Airmotive LLC introducing the installation of a new improved servo plug gasket, P/N 2577258, to the affected Precision Airmotive LLC RSA-5 and RSA-10 series, and Bendix RSA-5 and RSA-10 series, fuel injection servos. We are issuing this AD to prevent a lean running engine, which could result in a substantial loss of engine power and subsequent loss of control of the airplane.
71-02-02: 71-02-02 PRATT & WHITNEY: Amdt. 39-1143 as amended by Amendment 39-1201. Applies to all Pratt & Whitney Aircraft JT4A series turbojet engines which incorporate the following serial number 12th stage compressor rotor disc part number 360112 1F-6145 3F-8849 4F-3831 4F-8300 5F-8122 1F-6150 3F-8850 4F-4569 4F-8301 5F-8123 1F-6151 through 4F-4570 5F-8342 2F-2758 3F-8855 4F-4642 4F-8458 5F-8346 2F-2759 4F-4643 5F-6445 5F-8405 2F-2764 3F-8856 4F-4645 5F-6446 5F-8510 2F-3781 3F-8920 4F-4648 5F-6447 5F-8512 3F-8921 5F-6449 2F-3785 3F-8923 4F-4747 5F-6452 5F-8522 2F-3788 3F-8924 4F-4748 5F-7606 5F-8529 2F-3926 3F-8926 4F-4749 5F-7748 5F-8589 2F-3927 3F-8927 4F-4750 5F-7749 through 3F-8928 4F-4752 5F-7835 2F-3933 3F-9114 4F-4968 5F-7837 2F-9674 3F-9115 4F-5029 5F-7838 2F-9675 3F-9116 through 5F-7839 2F-9676 4F-0454 4F-5035 5F-7840 2F-9677 4F-0461 4F-50595F-7867 3F-0551 4F-0465 through 5F-7872 through 4F-0467 4F-5063 5F-7875 3F-0558 4F-0471 4F-5087 5F-7985 4F-0473 4F-5089 5F-7987 3F-0559 4F-0475 4F-5090 5F-8031 3F-0560 4F-0477 4F-5091 5F-8032 3F-0563 4F-3606 5F-8035 4F-3690 4F-5092 4F-3692 through 5F-8039 4F-5099 5F-8042 4F-3699 5F-8119 4F-3700 4F-3828 4F-3830 Compliance required as indicated. To preclude twelfth stage compressor rotor disc failure as the result of suspected material deficiency, accomplish the following: (1) For all the previously listed serial number twelfth stage compressor rotor discs: a. With 5000 cycles or more in service within the next 25 cycles in service after the effective date of this AD replace the suspect serial number disc. b. With 5000 cycles or less in service prior to the accumulation of 5025 cycles in service replace the suspect serial number disc. (2)Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time. Amendment 39-1143 was effective January 14, 1971 and was effective as to all recipients of the telegram dated 10 December 1970 which contained this airworthiness directive. This Amendment 39-1201 is effective May 4, 1971.