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91-10-01: 91-10-01 COLLINS: Amendment 39-8002. Docket No. 91-CE-42-AD. \n\n\tApplicability: All aircraft equipped with the Traffic Alert and Collision Avoidance (TCAS) II (or 94) systems that are installed in, but not limited to, the following aircraft, certificated in any category: Boeing 727, 727C, 727-100/100C/200/200F airplanes; Boeing 747-100, 200, SR, SP airplanes; McDonnell Douglas DC9-81/82/83/87 and MD-88 airplanes; Aerospatialle ATR42-200/300 airplanes; Lockheed L1011-385-1 airplanes; DeHavilland DHC-7 airplanes; Saab SF340A/B airplanes; and Shorts Brothers SD3-60 airplanes. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent altitude deviations, which could result in unnecessary pilot/controller communication and controller distraction, accomplish the following: \n\n\t(a)\tWithin the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished (priority letter AD 91-10-01), accomplish the following: \n\n\t\t(1)\tPull and band the circuit breaker that applies electrical power to the TCAS II (or 94) system. \n\n\t\t(2)\tFabricate a placard with the following words in 1/8 inch high letters: "TCAS II Inoperative" or "TCAS 94 Inoperative" as appropriate. Install this placard adjacent to the TCAS control unit within the pilot's clear view and operate the aircraft accordingly. \n\n\t(b)\tReactivation of the TCAS II (or 94) system must be accomplished after modification of the Collins TTR-920 Computer in accordance with Collins Service Bulletin (SB) C, dated April 24, 1991, or No. 7, dated April 4, 1991, whichever is applicable, or Collins SB C, Revision 1, or SB No. 7, Revision 1, both dated May 20, 1991, whichever is applicable. This reactivation must be accomplished in accordance with a schedule acceptable to the administrator. \n\n\t(c)\tWithin the next 30 days after the effective date of this AD, unless already accomplished (priority letter AD 91-10-01), the airlines operating the aircraft affectedby this AD must submit to the FAA for approval, a schedule for reactivation of the TCAS II (or 94) system. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. \n\n\t(f)\tThe modification required by this AD shall be done in accordance with Collins Service Bulletin (SB) C, dated April 24, 1991, or Collins SB No. 7, dated April 4, 1991, whichever is applicable; or whichever of the following two revised service bulletins that is applicable: SB C, Revision 1, which incorporates the following pages: \n\n\nPages\nIssue Level\nDate\n4 and 5\nRevision 1\nMay 20, 1991\n1, 2, 3 and 6\nOriginal\nApril 24, 1991\n\nor Collins SB No. 7, Revision 1, which incorporates the following pages:\n\n\nPages\nIssue Level\nDate\n1, 4 and 8\nRevision 1\nMay 20, 1991\n2, 3, 5, 6, 7, and 9 through 34\nOriginal\nApril 4, 1991 \n\nThis 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 Rockwell International, Avionics Group, 400 Collins Road, NE; Cedar Rapids, Iowa 52498. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. \n\n\t(g)\tThis amendment (39-8002) supersedes Priority Letter AD 91-10-01. \n\n\t(h)\tThis amendment (39-8002, AD 91-10-01) becomes effective on March 10, 1992.
99-25-03: This amendment supersedes two airworthiness directives (ADs) that apply to International Aero Engines AG (IAE) V2500-A1 series turbofan engines. The first superseded AD, AD 98-20-18, currently requires removal from service of affected high pressure turbine (HPT) disks, identified by part number and serial number in the applicability paragraph of that AD, and replacement with a serviceable part. The second superseded AD, AD 99-05-05, requires initial and repetitive inspections of certain HPT stage 1 and stage 2 disks utilizing an improved ultrasonic method when the disks are exposed during a normal shop visit, and if a subsurface anomaly is found, removal from service and replacement with a serviceable part. This supersedure requires the initial inspection mandated by AD 99-05-05 to be completed at the next shop visit regardless of the planned maintenance or the reason for shop removal. The repetitive inspection interval is redefined to eliminate the cyclic limit and thusbe less restrictive. This superseding action is prompted by results from investigations subsequent to the publication of AD 98-20-18 that have revealed that the HPT disks affected by that AD are part of the population addressed by AD 99-05-05. These HPT disks can be safely reintroduced into service after completing the initial inspection requirements mandated by this proposed AD. This supersedure is also prompted by further analysis that indicates a reduction in risk if the initial inspection required by AD 99-05-05 is completed sooner and the subsequent required inspections can be redefined to eliminate the cyclic limit, thereby creating less burden on operators. The actions specified by this AD are intended to prevent HPT disk fracture, which could result in an uncontained engine failure and damage to the airplane.
92-14-04: 92-14-04 FOKKER: Amendment 39-8286. Docket No. 91-NM-211-AD. Applicability: Model F-28 Mark 0100 series airplanes; serial numbers 11244, 11245, 11250 through 11256, inclusive, and 11268 through 11273, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural capability of the vertical stabilizer, accomplish the following: (a) For airplanes having serial numbers 11244, and 11250 through 11256, inclusive: Prior to the accumulation of 6,500 landings, or within 60 days after the effective date of this AD, whichever occurs later, disassemble the vertical stabilizer in accordance with Part 1, Steps A. through C., of Fokker Service Bulletin SBF100-55-011, dated October 1, 1991. (1) For airplanes that have accumulated 3,000 or fewer landings at the time the airplane is disassembled to comply with paragraph (a) of this AD, modify the vertical stabilizer, in accordance with Part 1, Steps E. through G., of the service bulletin. (2) For airplanes that have accumulated more than 3,000 landings at the time the airplane is disassembled to comply with paragraph (a) of this AD, inspect the rivet holes for cracks, in accordance with Part 1, Step D., of the service bulletin. (i) If no cracks are found, or if cracks are found that are less than 0.8 mm in length, modify the vertical stabilizer, in accordance with Part 1, Steps E. through G., of the service bulletin. (ii) If any crack is found that is 0.8 mm or longer, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) For airplanes having serial numbers 11245, and 11268 through 11273, inclusive: Prior to the accumulation of 6,500 landings, or within 60 days after the effective date of this AD, whichever occurs later, disassemble the vertical stabilizer in accordance with Part 2, Steps A. through C., of Fokker Service Bulletin SBF100-55-011, dated October 1, 1991. (1) For airplanes that have accumulated 3,000 or fewer landings at the time the airplane is disassembled to comply with paragraph (b) of this AD, modify the vertical stabilizer, in accordance with Part 2, Steps E. through G., of the service bulletin. (2) For airplanes that have accumulated more than 3,000 landings at the time the airplane is disassembled to comply with paragraph (b) of this AD, inspect the rivet holes for cracks, in accordance with Part 2, Step D., of the service bulletin. (i) If no cracks are found, or if cracks are found that are less than 0.8 mm in length, modify the vertical stabilizer, in accordance with Part 2, Steps E. through G., of the service bulletin. (ii) If any crack is found that is 0.8 mm or longer, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch. (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) The inspections and modifications shall be done in accordance with Fokker Service Bulletin SBF100-55-011, dated October 1, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (f) This amendment becomes effective on August 18, 1992.
2022-19-12: The FAA is superseding Airworthiness Directive (AD) 2021-19- 08, which applied to certain Robinson Helicopter Company (Robinson) Model R44 and R44 II helicopters. AD 2021-19-08 required checking each tail rotor blade (blade) for any crack and removing any cracked blade from service. AD 2021-19-08 also required removing all affected blades from service and prohibited installing any affected blade on any helicopter. Since the FAA issued AD 2021-19-08, it was determined that an additional model helicopter and additional blades are affected by the unsafe condition. This AD requires the same actions as AD 2021-19- 08 and adds certain Robinson Model R66 helicopters to the applicability and adds additional part-numbered and serial-numbered blades to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2013-16-01: We are adopting a new airworthiness directive (AD) for certain Beechcraft Corporation (type certificate previously held by Hawker Beechcraft Corporation) Models 58, 95-C55, E55, and 56TC airplanes; and Hawker Beechcraft Corporation Models 58P and 58TC airplanes (both type certificates previously held by Raytheon Aircraft Company). This AD was prompted by reports of elevator balance weights becoming loose or failing because the balance weight material was under strength and did not meet material specifications. This AD requires inspections of elevator balance weights and replacement of defective elevator balance weights. We are issuing this AD to correct the unsafe condition on these products.
77-17-13: 77-17-13 CANADAIR: Amendment 39-3023. Applies to Canadair Model CL-215 aircraft, S/Ns 1001 through 1030, certificated in all categories. Compliance required prior to issuance of a U.S. airworthiness certificate, unless already accomplished. To preclude inadvertent opening of the nose landing gear doors when electric power to the nose gear selector valve is interrupted with the landing gear in the "UP" position, accomplish the following: (a) Incorporate the alteration outlined in Canadair Service Bulletin CL-215-176, dated September 5, 1973, or an equivalent alteration. (b) Alter the nose landing gear hydraulic system in accordance with the modifications described in Canadair Service Bulletin CL-2l5-200, dated August 5, 1975, or an equivalent method. (c) Equivalent alterations or methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch FAA Eastern Region. This amendment is effective August 30, 1977.
2004-20-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-200B, -200C, -200F, -300, -400, -400D, and -400F series airplanes; and Model 747SP series airplanes, that requires repetitive functional tests of the auxiliary power unit (APU) and engine fire shutoff switches and repetitive replacements of the APU and engine fire shutoff switches. The AD also provides an optional terminating action for the repetitive functional tests and replacements. This action is necessary to prevent mineral build-up on the APU and engine fire shutoff switches, which could lead to failure of the switches to discharge fire suppressant in the affected area and could result in an uncontrolled fire that could spread to the strut, wing, or aft body of the airplane. This action is intended to address the identified unsafe condition.
96-23-10: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney (PW) JT3D series turbofan engines, that requires inspection of steel high pressure compressor (HPC) disks for corrosion, recoating or replating those disks, or replacing those disks as necessary. This amendment is prompted by reports of a failure of a PW JT8D steel HPC disk, which is similar in design to the PW JT3D steel HPC disks. The actions specified by this AD are intended to prevent steel HPC disk failure due to corrosion, which could result in an uncontained engine failure and damage to the aircraft.
90-08-14: 90-08-14 BEECH: Amendment 39-6563. Docket No. 89-CE-26-AD. Applicability: The following airplanes certificated in any category. MODELS SERIAL NUMBERS 95, B95, B95A, D95A, E95 TD-1 through TD-721 95-55, 95-A55, 95-B55 and 95-B55A TC-1 through TC-2456, except TC-350 95-C55, 95-C55A, D55, D55A, E55 and E55A TC-350 and TE-1 through TE-1201 95-B55B (T42A) TF-1 through TF-70 56TC, A56TC TG-1 through TG-94 58, 58A TH-1 through TH-1475 Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent cracks in the wing forward spar carry-through web structure from propagating to lengths that could compromise the integrity of the wing attachment to the fuselage, accomplish the following: (a) Within the next 100 hours time-in-service (TIS), after the effective date of this AD, or upon the accumulation of 1,500 hours total TIS, whichever occurs later, and thereafter at the intervals specified below,inspect the wing forward spar carry-through web structure in accordance with the instructions in Beech Service Bulletin (SB) No. 2269, Revision 1, dated March 1990. (1) If no cracks are found, repeat the inspection at 500 hour TIS intervals thereafter. (2) For cracks in the bend radius: (i) If the crack length is less than 2.25 inches, prior to further flight stop drill the crack in accordance with the instructions in Beech SB No. 2269, Revision 1, and reinspect for crack progression every 200 hours TIS thereafter. Only one stop drilled crack for the left side and one stop drilled crack for the right side of the web structure are permissible. (ii) If the crack length is greater than 2.25 inches but less than 4.0 inches, prior to further flight stop drill the crack in accordance with the instructions in Beech SB No. 2269, Revision 1, and within the next 100 hours TIS, repair the web structure with the applicable Beech Part Number (P/N) 58-4008 kit as specifiedin the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (iii) If the crack length is greater than 4.0 inches, prior to further flight repair the web structure with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft CertificationOffice at the address below for disposition. (3) For cracks in the web face, in the area of the huckbolt fasteners: (i) If the crack length is less than 1.0 inch, reinspect for crack progression every 100 hours TIS thereafter. Only one crack for the left side and one crack for the right side are permissible, provided neither crack exceeds 1.0 inch in length. NOTE 1: Do not stop drill these cracks due to the possibility of damaging the structure behind the web face. (ii) If any crack length is greater than 1.0 inch, or a crack is connecting two fastener holes, within the next 25 hours TIS, repair the web face with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in thesesubsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (iii) If any crack passes through two fastener holes and extends beyond the holes for more than 0.5 inch, prior to further flight repair the web face with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (4) If cracks are found on the same side of the airplane in both the forward and aft web face, or the bend radii, and any of the cracks are more than 1.0 inch long, prior to further flight repair the webstructure with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. NOTE 2: If a fuselage skin crack is discovered around the opening for the lower forward carry-through fitting, an external doubler may be required. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, FAA, Room100, 1801 Airport Road, Wichita, Kansas 67209. NOTE 3: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6563, AD 90-08-14) becomes effective on May 7, 1990.
2022-19-11: The FAA is adopting a new airworthiness directive (AD) for certain Costruzioni Aeronautiche Tecnam S.P.A. (Tecnam) Model P2006T airplanes. 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. This AD requires performing a detailed visual inspection (DVI) of the aileron control assembly, repairing the aileron control assembly if any crack or damage (including missing paint, nicks, or scrapes) is found, measuring the length of the screws installed on the ceiling cover panel, and replacing the screws if found to be of excessive length. The FAA is issuing this AD to address the unsafe condition on these products.