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2008-01-05: The FAA is superseding an existing airworthiness directive (AD), that applies to certain Airbus Model A310 series airplanes. That AD currently requires modification of certain wires in the right-hand (RH) wing. This new AD requires further modification by installing an additional protection sleeve and segregating route 2S in the RH pylon area. This AD results from analysis of wire routing that revealed that route 2S of the fuel electrical circuit, located in the RH wing, does not provide adequate separation of fuel quantity indication wires from wires carrying 115-volt alternating current (AC). We are issuing this AD to ensure that fuel quantity indication wires are properly separated from wires carrying 115-volt AC. Improper separation of such wires, in the event of wire damage, could lead to a short circuit and a possible ignition source, which could result in a fire in the airplane.
92-16-06: 92-16-06 GARRETT AIRRESEARCH: Amendment 39-8315. Docket No. 92-CE-05-AD. \n\n\tApplicability: All aircraft equipped with Garrett AirResearch aircraft starters that are installed in, but not limited to, Boeing Models 707, 727, and 737 airplanes and McDonnell Douglas Models DC-8, DC-9, and DC-10 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent in-service fatigue or structural failures of the aircraft starter, which could result in an in-flight fire or loss of control of the airplane, accomplish the following: \n\n\tNOTE 1: The 90-calendar day compliance time specified in paragraph (a) of this AD is a grace period and does not constitute FAA approval that the part is safe for operation during this time. \n\n\t(a)\tWithin the next 90 calendar days (see NOTE 1) after the effective date of this AD, inspect the owner/operator parts procurement records dated from January 1, 1987 to the effective date of this AD, and identify any of the following aircraft starter part numbers that have been distributed by Classic Aviation, Inc.: \n\n\t355290-1-1 \n\t355740-1-1 \n\t355760-3-1 \n\t356364-1-1, 356364-8-2, and 356364-8-3 \n\t356564-3-1 \n\t383042-4-1 \n\t383152-1-2, 383152-16-1, and 383152-19-1 \n\t383222-1-1 and 383222-4-1 \n\t383342-1-1, 383342-2-1, and 383342-4-1 \n\t383350-1-1 \n\t383370-1-1, 383370-2-1, 383370-3-1, 383370-4-1, 383370-5-1, 383370-6-1, 383370-7-1, \n\t and 383370-8-1 \n\t383642-1-1 \n\t383780-1-1 \n\t384022-5-1 and 380422 (all dash numbers) \n\n\tNOTE 2: The following serial numbers are known suspect starter serial numbers that have been procured from Classic Aviation, Inc.; however, this listing is provided for informational purposes only and may not include all suspect starters overhauled by Classic Aviation, Inc., and should not replace the thorough procurement records search: \n\n\n89P1265\n89P1281\n89P1282\n89P1425\n89P1460\n89P1476\n89P1487\n89P1488\n90P1644\n90P1503\n90P1505\n90P150790P1518\n90P1522\n90P1533\n90P1551\n90P1554\n90P1561\n90P1578\n90P1624\n90P1645\n90P1646\n90P1651\n90P1664\n90P1665\n90P1670\n90P1685\n90P1694\n90P1695\n90P1696\n90P1747\n90P1760\n90P1768\n90P1802\n90P1804\n90P1837\n90P1866\n90P1874\n90P1902\n90P1907\n90P1908\n90P1927\n90P1930\n90P1934\n90P1966\n91P2034\n91P2063\n91P2191\n91P2192\nP12756\nP10143CL\nP5244\nP16601\nP16726\nP8633\n40P475\n\n\n\n\n\n\t(b)\tIf any of the starters referenced in paragraph (a) of this AD are identified as being distributed by Classic Aviation, Inc., within the next 50 hours time-in-service after the procurement records inspection required by paragraph (a) of this AD, replace any such installed aircraft starter with a new aircraft starter, or overhaul any such installed aircraft starter through an authorized repair station. \n\n\t(c)\tThis AD does not constitute FAA approval of Garrett AirResearch aircraft starters that have been distributed by Classic Aviation, Inc., and the affected aircraft is still subject to the maintenance, preventive maintenance, rebuilding, and alteration requirements of FAR 43. \n\n\t(d)\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(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, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. \n\n\tNOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. \n\n\t(f)\tAll persons affected by this directive may examine information that is applicable to this AD at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\t(g)\tThis amendment becomes effective on August 31, 1992.
2007-26-19: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) Tay 611-8, Tay 620- 15, Tay 650-15, and Tay 651-54 turbofan engines. That AD currently requires initial and repetitive visual inspections of all ice-impact panels and fillers in the low pressure (LP) compressor case for certain conditions and replacing, as necessary, any or all panels. This AD requires the same actions, provides terminating action to those repetitive actions, and adds the Tay 611-8C turbofan engine to the applicability. This AD results from RRD introducing new LP compressor case ice-impact panels with additional retention features to these Tay turbofan engines. We are issuing this AD to prevent release of ice- impact panels due to improper bonding that can result in loss of thrust in both engines. DATES: This AD becomes effective February 11, 2008. The Director of the Federal Register previously approved the incorporation by reference of certainpublications listed in the regulations as of January 21, 2005 (70 FR 1172, January 6, 2005). The Director of the Federal Register approved the incorporation by reference of certain publications listed in the regulations as of February 11, 2008.
72-07-03: 72-07-03 HAWKER SIDDELEY AVIATION, LTD.: Amdt. 39-1408 as amended by Amendment 39-1486. Applies to Hawker Siddeley Model DH-114 Series 2 "Heron" airplanes. Compliance is required on or before September 1, 1972. To prevent possible failure of the air bottles, P/N B.2994, used in the two main air reservoir assemblies, P/N C.51626, of the pneumatic system, replace the main air reservoir assemblies, P/N C.51626, located in the fuselage nose with serviceable assemblies, P/N SAS.388- 001, containing air bottles P/N BAT.205-001. (Hawker Siddeley Technical News Sheet, Series: Heron (114) No. S.7., Issues 1 and 2, dated June 21, 1971, and September 28, 1971, respectively, cover this same subject.) Amendment 39-1408 became effective April 15, 1972. This amendment 39-1486 is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by telegram dated May 31, 1972, which contained this amendment.
76-14-09: 76-14-09 CURTISS-WRIGHT: Amendment 39-2672. Applies to C632S type propeller equipped with 744-6C2-() series hollow steel blades installed on but not limited to Douglas DC-6 aircraft. Compliance required within 300 hours in service after the effective date of this AD, unless previously accomplished within 1700 hours in service prior to the effective date of this AD, and every 2000 hours in service thereafter. To preclude the possibility of blade failure due to an undetected crack, accomplish the following in accordance with the propeller manufacturer's instructions contained in FAA approved Curtiss-Wright Corporation Service Publications S-242A-550 dated December 1, 1961, S-3B3-550 dated March 1, 1962, Chapter 63.2-2 as revised to May 1, 1962, and Chapter 63.2-4 as revised to November 1, 1964, or equivalent procedures and methods for inspection approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region: (a) Remove propeller from aircraft and remove blades from hub. (b) Remove the electrical de-icing heating elements or fluid anti-icing shoes. (c) Inspect the entire blade surface and the entire internal blade shank area for cracks using the magnetic particle inspection method. When inspecting the internal blade area, visually examine the entire accessible bondline for cracks or separations using a borescope device or a mirror and light combination. (d) Reject blades with "Indications" as defined in Curtiss-Wright Corporation Service Publication Chapter 63.2-4, paragraph 6. Replace with blades which have been inspected pursuant to this airworthiness directive. (e) Reassemble acceptable blades and return to service. Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection interval specified in this AD. This amendment is effective July 23, 1976.
2007-26-13: The FAA is superseding an existing airworthiness directive (AD) for certain MT-Propeller Entwicklung GmbH variable pitch and fixed pitch propellers manufactured before 1995, which had not been overhauled since April 1994. That AD currently requires overhauling the propeller blades and performing initial and repetitive visual inspections of affected propeller blades. That AD also requires removing all propeller blades from service with damaged erosion sheath bonding or loose erosion sheaths and installing any missing or damaged polyurethane protective strips. This AD requires the same actions. This AD results from the need to clarify the population of affected propellers previously listed in AD 2006-05-05. We are issuing this AD to prevent erosion sheath separation leading to damage of the airplane.
77-26-01: 77-26-01 HAWKER SIDDELEY AVIATION, LIMITED: Amendment 39-3099. Applies to DH/BH-125 airplanes, all series except 600A and 700A and excluding those airplanes with Modification 252239 embodied which introduces the Walter Kidde supply valve. Compliance is required as indicated unless already accomplished. To ensure the retainment of the threaded insert and prevent possible sudden discharge of the high pressure oxygen supply into the crew compartment, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD, locate the oxygen master supply valve and passenger supply valve, both P/N SDV 826-1, and check to assure that threaded insert in the gland bushing is secure and spot lock the insert all in accordance with the Section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Limited Alert Service Bulletin 35-A25, dated October 13, 1977, or an FAA-approved equivalent. (b) Prior to installation of any oxygen supplyvalves from spares stock, unless already accomplished, check, tighten, and lock the insert in accordance with paragraph (a) of this AD. This amendment becomes effective January 3, 1978.
92-18-06: 92-18-06 BRITISH AEROSPACE: Amendment 39-8350. Docket No. 92-NM-46-AD. Applicability: Model BAe 146-100A, -200A, and -300A series airplanes, equipped with Dunlop hydraulic fuses, part number ACM29100; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent potential loss of airplane braking and directional control, accomplish the following: (a) Prior to the accumulation of 4,000 landings since installation of Dunlop hydraulic fuses having part number ACM29100 (Mod. states 1 or 2), or within 60 days after the effective date of this AD, whichever occurs later, remove green and yellow hydraulic systems Dunlop hydraulic fuses having part number ACM29100 (Mod. states 1 or 2) and install new hydraulic fuses having part number ACM30506 (Mod. 1), in accordance with British Aerospace Modification Service Bulletin SB.32-130-70295C, dated September 27, 1991. (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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (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 removal and installation shall be done in accordance with British Aerospace Modification Service Bulletin SB.32-130-70295C, dated September 27, 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 8, 1992.
68-10-03: 68-10-03 MCCAULEY: Amdt. 39-596. Applies to the following models with hub serial numbers whose first two digits are 62, 63, 64 or 65: D2A34C49, D2A34C49-A installed on Continental IO-470-S engines. D2AF34C54, D2AF34C54-A installed on Continental TSIO-470-D engines. 2AF34C55, 2AF34C55-A, 2AF34C55-8, 2AF34C55-C, 2AF34C55-D, 2AF34C55-E, 2AF34C55-F, 2AF34C55-G installed on Continental IO-470-L engines. D2AF34C60, D2AF34C60-A, D2AF34C60-B installed on Continental IO-360-A engines. To detect and prevent formation of cracks and possible hub failure, accomplish the following on propellers with 1200 hours' or more time in service within the next 25 hours' time in service after the effective date of this AD, unless previously accomplished: (a) Remove propeller from aircraft and disassemble. Remove hub alignment dowels and hub mounting studs from hub. (b) Inspect dowel and stud holes and adjacent areas for cracks by penetrant method. Replace before further flight any crackedhub with an approved replacement hub or hub which has been inspected and altered according to this AD. (c) Remove sharp corners formed where the hub mounting stud holes and hub alignment dowel pin holes intersect the inside of the propeller hub, in accordance with instructions in McCauley Service Manual or an alteration approved by the Chief, Engineering & Manufacturing Branch, Eastern Region. Propellers with 1200 hours' or more time in service which have been inspected according to Paragraph (b) within 300 hours' time in service prior to the effective date of this AD, but which have not been modified according to Paragraph (c), need not comply with this AD until 300 hours' time in service from such previous inspection. This amendment is effective May 11, 1968.
2007-25-11: 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: Two events have been reported of Fokker 100 (F.28 Mk.0100) aircraft, where the Nose Landing Gear (NLG) failed to extend in the normal mode and problems were experienced to open the NLG doors, almost preventing extension of the NLG in the emergency (alternate) mode. Subsequent investigation and tests have shown that the friction of the bearing in the roller of the NLG Door Uplock Bracket Assembly is high, causing increased resistance in the mechanical system that unlocks the NLG doors. This condition, if not corrected, may result in a NLG up landing, which is considered a hazardous event. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.