Results
2012-24-04: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Models GA8 and GA8-TC320 Airplanes. 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 burnt electrical connectors leading to the left-hand wingtip pitot heater, which may result in loss of airspeed indication. We are issuing this AD to require actions to address the unsafe condition on these products.
98-13-21: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce Limited, Aero Division-Bristol, S.N.E.C.M.A Olympus 593 series turbojet engines. This action requires initial and repetitive visual inspections of the low pressure (LP) shaft signal system for cable wear and refurbishment of the LP shaft signal system when the cable is found frayed, or at every engine shop visit, whichever occurs first. This amendment is prompted by reports of frayed rear cables in the LP shaft signal system. The actions specified in this AD are intended to prevent LP shaft signal system failure, which could result in an LP turbine overspeed, burst, uncontained engine failure, and damage to the aircraft in the event of a LP shaft failure. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of July 10, 1998. Comments for inclusion in the Rules Docket must be received on or before August 24, 1988.
2012-23-12: We are superseding an existing airworthiness directive (AD) for all Turbomeca S.A. Arriel 1E2, 1S, and 1S1 turboshaft engines. That AD currently requires a one-time inspection and torque check of the 3- way union plug installed on all fuel control units (FCUs). This new AD requires the same actions. This AD also requires reduction of the applicability to certain FCUs and references an updated service bulletin containing additional detailed information to identify the non-compliant ``red disk.'' This AD also requires replacement of the plug before further flight if it is found to be non-compliant, and prohibits installation of FCUs that have not passed the 3-way union plug inspection and torque check. This AD was prompted by Turbomeca S.A. informing us that FCUs manufactured, repaired, or overhauled after March 31, 2008, do not require inspection. We are issuing this AD to prevent fuel leaks, which could result in a fire and damage to the helicopter.
2012-24-02: We are adopting a new airworthiness directive (AD) for all Stemme GmbH & Co. KG Models S10, S10-V, and S10-VT powered sailplanes. 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 unapproved rubber hoses installed in the engine fuel, oil, and cooling systems, which could lead to a system leak and result in an engine fire. We are issuing this AD to require actions to address the unsafe condition on these products.
98-13-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 1900D airplanes. This action requires modifying the airplane by incorporating Raytheon Kit No. 129-5200-1, "Ground Fine Switch Installation Kit". This action is the result of design analysis during certification of 5.5 degree approach landings of the Model 1900D airplanes. The actions specified by this AD are intended to prevent a loose or misrigged ground fine switch, which could result in very hard landings causing structural damage to the airplane and possible passenger injury.
2012-24-03: We are superseding an existing airworthiness directive (AD) for all Turbomeca S.A. Arriel 1A, 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E, 1E2, 1K, 1K1, 1S, and 1S1 turboshaft engines. That AD currently requires initial and repetitive visual inspections for erosion caused by dust ingestion and, if necessary, cleaning of the gas generator (module M03). This new AD requires determining the engine history; performing a one-time visual inspection of the axial compressor for erosion; performing initial and repetitive cleaning of the gas generator hollow shaft; and replacing the rear bearing if the amount of dust collected during cleaning exceeds 8 grams. This AD also includes an optional terminating action. This AD was prompted by in-service experience which has shown that dust inside the gas generator hollow shaft may be found when the axial compressor wheel has less erosion than initially assessed. We are issuing this AD to prevent an unbalance of the gas generator rotating assembly,which may lead to gas generator rear bearing failure, and uncommanded engine shutdown.
75-16-10: 75-16-10 BEECH: Amendment 39-2296. Applies to 95-55, 95-A55, 95-B55, 95-B55A, 95-B55B, 95-C55, 95-C55A, D55, D55A, E55, E55A, 58, 58A, 56TC, A56TC, 95, B95, B95A, D95A and E95 (Serial Numbers listed below). Compliance: Required as indicated on specific models and serial numbers unless previously accomplished. To prevent failure of elevator trim tab systems, accomplish the following as specified: A) On Beech Models 95-55, 95-A55, 95-B55 and 95-B55A, serials TC-1 through TC-1143 except TC-350; 95-B55B (T-42A), serials TF-1 through TF-65; 95, B95, B95A, D95A and E95, serials TD-2 through TD-721; 95-C55, 95-C55A, D55 and D55A, serial TC-350 and TE-1 through TE-617; 56TC, serials TG-1 through TG-69, within 25 hours time in service after the effective date of this AD, unless otherwise complied with, inspect the elevator trim tab control rod and identify configuration/part number (swaged taper ends or 5/16" OD straight tubes). 1) If P/N 96-520012-9 assemblies (5/16"OD straight tubes with rivets in forward end) are installed: a) Ascertain whether "SI" is etched on a flat surface of the rod end fitting. If so, no further inspection is required. Part is to be replaced in accordance with following paragraphs of this AD. b) If "SI" is not etched on rod end fitting, remove the assembly and radiographically inspect the tube for eccentric reaming in the vicinity of the forward end fitting. Take radiographs from three equidistant directions (120 degrees apart). Before further flight, replace any tube where wall thickness at any one point is twice or more the thickness at the opposite side of the tube in accordance with the following paragraphs of this AD. 2) Remove all other P/N tube assemblies with swaged taper ends and inspect for cracks, looseness of end fittings, bending, or other signs of unairworthiness. Prior to further flight, replace any assembly found defective in accordance with the following paragraphs of this AD.B) On Beech Models 95-55, 95-A55, 95-B55 and 95-B55A, serials TC-1 through TC-1072 except TC-350 and TC-1071; 95-B55B (T-42A), serials TF-1 through TF-65; 95-C55, 95-C55A, D55 and D55A, serials TC-350, TE-1 through TE-542 except TE-521, TE-525 and TE-528 through TE-538; 56TC, serials TG-1 through TG-62 except TG-42, TG-45, TG-50, TG- 51 and TG-55; 95, B95, B95A, D95A and E95, serials TD-2 through TD-714 except TD-707, within 100 hours time in service after February 26, 1975, (effective date of AD 75-05-03), remove the two AN470AD3 rivets installed in the rod ends of P/N 45-524565-3 and 45-524565-5 elevator trim tab actuators and replace with P/N 96-524032 shoulder pins and MS20435F3-8 or MS20613-3C8 rivets. C) On Beech Models 95-55, 95-A55, 95-B55 and 95-B55A, serials TC-1 through TC-1143 except TC-350; 95-B55B (T-42A), serials TF-1 through TF-65; 95, B95, B95A, D95A and E95, serials TD-2 through TD-721, within the next 100 hours time in service after effective date of this AD, but not later than October 15, 1975, remove existing 5/16" diameter 45-526009 swaged, 96-526011 swaged, or 96-526012-9 5/16" OD elevator trim tab control rod tubes and install new 3/8" OD tube assemblies P/N 96-520013-1. On aircraft which have elevator tab assemblies, P/N 45-610005-120 and -121, installed, remove 5/16" OD elevator tube assembly P/N 96-520012-13, and install new P/N 96-520013-7 3/8" OD tube assembly; or, alternately install new elevator tab assemblies, P/N 45-610005-122 and -123. D) On Beech Models 95-C55, 95-C55A, D55 and D55A, serials TC-350 and TE-1 through TE-617; 56TC, serials TG-1 through TG-69, within the next 100 hours time in service after the effective date of this AD, but not later than October 15, 1975, remove existing 5/16" diameter 45-526009 swaged, 96-526011 swaged, or 96-526012-9 5/16" OD elevator trim tab control rod tubes and install a new 3/8" OD tube assembly P/N 96-520013-1. On aircraft which have elevator tab assemblies, P/N 96-610006-65 and -66 installed, remove 5/16" OD elevator tube assembly, P/N 96-520012-13, and install new 3/8" OD P/N 96-520013-7 tube assembly; or, alternately install new elevator tab assemblies P/N 96-610006-69 and -70. E) On Beech Models 95-B55 and 95-B55A, serials TC-1144 through TC-1379; D55, D55A, E55 and E55A, serials TE-618 through TE-837; 56TC and A56TC, serials TG-70 through TG-94, 58 and 58A, serials TH-1 through TH-120, within the next 100 hours time in service after the effective date of this AD, but not later than October 15, 1975, remove existing 96-526019 (basic) elevator trim tab tube assemblies having rod ends secured to the tube with 3/32 aluminum rivets and install new tube assembly, P/N 96-526021-9, having rod ends secured to the tube with 1/8" monel rivets or new elevator tab assemblies, P/N 96-610006-67 and -68. Alternately, replace four AN470AD3 rivets which attach the end fittings to the existing tube with four MS20615-3M or MS20613-3C rivets of appropriate length in accordance with Advisory Circular 43.13-1A. F) On Beech Models 95-B55 and 95-B55A, serials TC-1380 through TC-1775; 95- B55B (T-42A), serials TF-66 through TF-70; E55 and E55A, serials TE838 through TE-1005, 58 and 58A, serials TH-121 through TH-533, within the next 100 hours time in service after the effective date of this AD, but not later than October 15, 1975, remove existing 96-526019-5 or - 13 elevator tab tube assemblies having rod ends secured to the tube with 3/32 aluminum rivets and install new tube assembly, P/N 96-526021-1, having rod ends secured to the tube with 1/8" monel rivets. Alternately, replace the four AN470AD3 rivets which attach the end fitting to the existing rod with four MS20615-3M or MS20613-3C rivets of appropriate length in accordance with Advisory Circular 43.13-1A. G) Any alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. H) Make a log book entry when complying with this AD. This entry must include date of compliance and method of compliance identified by AD paragraph and parts installed, signature, and number of certified agency/individuals performing the work. Beech Service Instructions No. 0610-152, Rev. II or later revision covers this subject. This AD supersedes Amendment 39-600 (AD 68-10-07) effective May 21, 1968 and Amendment 39-2097 (AD 75-05-03) effective February 26, 1975. This amendment becomes effective August 6, 1975.
90-15-51: 90-15-51 BOEING: Amendment 39-6712. Final rule of telegraphic AD. Docket No. 90-NM- 149-AD.\n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 685, certificated in any category, which have accumulated over 15,000 flight cycles upon the effective date of this AD, and on which the inspections or modifications required by AD 90-06-14 R1, Amendment 39-6605, have not been accomplished. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tFor airplanes that have accumulated 17,500 or more flight cycles, upon the effective date of this AD, within the next 50 flight cycles or 30 days, whichever occurs first, perform an internal detailed visual inspection of the nose wheel well vertical beams in accordance with Boeing Alert Service Bulletin 747-53A2338, dated July 23, 1990. If cracks are found, repair prior to further flight in accordance with the service bulletin. \n\n\tB.\tFor airplanes that have accumulated more than 15,000 flight cycles, but fewer than 17,500 flight cycles upon the effective date of this AD, within the next 50 flight cycles or 30 days, whichever occurs first, accomplish the following in accordance with Boeing Alert Service Bulletin 747-53A2338, dated July 23, 1990. \n\n\t\t1.\tPerform an external inspection of the nose wheel well side walls for distortions. If distortions are found in excess of the allowable limits specified in the service bulletin, prior to further flight, perform the inspections and repairs, if necessary, required by paragraph A., of this AD. \n\n\t\t2.\tPerform an external detailed visual inspection of the nose wheel well side walls for cracks. If cracks are found repair prior to further flight in accordance with the service bulletin. \n\n\t\t3.\tPerform an external detailed visual inspection of the nose wheel well side walls for loose, missing, or damaged fasteners in accordance with the service bulletin. Ifloose, missing, or damaged fasteners are found, replace prior to further flight in accordance with the service bulletin. \n\n\tC.\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 (ACO), FAA, Transport Airplane Directorate.\n \n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW, 5th Floor, Renton, Washington, or Seattle Aircraft Certification Office, 1601 Lind Avenue SW, 2nd Floor, Renton, Washington. \n\n\tThis amendment (39-6712, AD 90-15-51) becomes effective on September 17, 1990, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T90-15-51, issued on July 23, 1990, which contained this amendment.
98-13-19: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires a one-time detailed visual inspection of the forward fuel feed lines in the left- and right-hand engine nacelles for chafing; replacement of damaged parts with serviceable parts; and modification of the supports and improved routing for the high- and low-tension leads of the inboard ignition units. 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 chafing on the forward fuel feed lines, which could result in fuel leakage and consequent increased risk of fire in the engine nacelles.
90-17-15: 90-17-15 WYTWORNIA SPRZETU Komunikacyjnego PZL-MIELEC: Amendment 39-6678. Docket No. 90-CE-26-AD. Applicability: Model M18 (Dromader) (Serial Numbers 1Z001-01 through 1Z021-30) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent failure of the vertical fin and rib in the area of the upper rudder attachment, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD, remove the bolts attaching the fin to the rudder and visually inspect the vertical fin and rib in the area of the upper rudder attachment area for cracks or damage in accordance with the instructions in PZL-Mielec Mandatory Engineering Bulletin (MEB) No. K/02.135/89, dated December 29, 1989. (1) If cracks or damage are found in the vertical fin and rib from the spar to the rear wall, prior to further flight repair the damaged area and reinforce the vertical fin and rib in accordance with the above MEB. (2) If no cracks or damage are found, return the aircraft to service and within the next 500 hours TIS reinforce the vertical fin and rib in accordance with the above MEB. (b) The airplane may be flown in accordance with FAR 21.197 to a location where this 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, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30 extension 2710/2711. 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 document(s) referred to herein upon request to WytworniaSprzetu Komunikacyjnego PZL-Mielec 39-301 Mielec, Poland; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6678, AD 90-17-15) becomes effective on September 17, 1990.
2012-23-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of the escape slide of the raft inflation system not deploying when activated due to the rotation of the cable guide in a direction which resulted in jamming of the inflation control cable. This AD requires modifying the affected slide rafts. We are issuing this AD to prevent non-deployment of the inflation system of the escape slide raft, which could result in delayed evacuation from the airplane during an emergency, and consequent injury to the passengers.
2012-23-08: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and - 900 series airplanes. That AD currently requires replacing the drain tube assemblies and support clamps on the aft fairing of the engine struts. This new AD requires replacing the drain tube assembly of the left and right engine strut aft fairings with a new one, which includes an integral support clamp made of nickel alloy 625. This AD also adds airplanes to the applicability. This AD was prompted by a report of a broken drain tube assembly on the left engine strut at the clamp support location under the aft fairing compartment, inside the heat shield cavity of the aft fairing. There have also been reports of tube wear at this clamp location on additional airplanes. We are issuing this AD to prevent failure of the drain tube assemblies and clamps on the aft fairings of the engine struts. Such failure could allow leaked flammable fluids in the drain systems to discharge onto the heat shields of the aft fairings of the engine struts, which could result in an undetected and uncontrollable fire.
82-20-02: 82-20-02 EMBRAER: Amendment 39-4465. Applies to Models EMB-110P1 and EMB-110P2 (S/Ns 110001 through 110415) airplanes equipped with pneumatic deicing systems certificated in any category. COMPLIANCE: Required as indicated unless previously accomplished. To prevent loss of control of the airplane during approach and landing in icing conditions, accomplish the following: a) Within the next 25 hours time-in-service after July 29, 1982, on airplanes not in compliance with AD 82-15-06 or modified in accordance with paragraph b) of this AD: 1) Incorporate a temporary POH/AFM revision (immediately following page 2-10) in the affected airplane POH/AFM. This revision is set forth in Figure I of this AD. 2) Make the following pen and ink changes in the Log of Revisions, page IX, of the POH/AFM: "Temporary Revision No. 1," "add page 2-10A," "include temporary landing flap limitations" and "in accordance with Airworthiness Directive 82-15-06." 3) The incorporation of the temporary POH/AFM revision and Log of Revisions entry required by this AD may be accomplished by the owner/operator of the airplane. This person must make the prescribed entry in the aircraft maintenance records, indicating compliance with paragraph a) of this AD. b) On or before December 31, 1982: 1) Modify the horizontal stabilizer pneumatic deicing system tubing, including the relocation of the pressure switch and associated cabling, in accordance with EMBRAER Service Bulletin No. 110-30-013, March 23, 1982. 2) Provide inspection openings in the empennage in accordance with Part I of EMBRAER Service Bulletin No. 110-55-020, Change No. 1, April 22, 1982. 3) Replace pneumatic supply hoses, P/N 121-770-21-19, with new hoses, P/N B118-1, in accordance with EMBRAER Service Bulletin No. 110-30-012, March 15, 1982. 4) Upon completion of the above modifications, test the system according to procedures outlined in EMBRAER Maintenance Manual T.O. 1C95-2-6, assuring that there are no leaks. 5) If installed, remove the temporary revision to the Pilot's Operating Handbook and Centro Technico Aeroespacial (CTA) Approved Airplane Flight Manual (POH/AFM), which was installed according to AD 82-15-06. c) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. d) An equivalent method of compliance with this AD may be used if approved by the Chief, Atlanta Aircraft Certification Office, FAA, P.O. Box 20636, Atlanta, Georgia 30320. This amendment supersedes AD 82-15-06, Amendment 39-4421 (47 FR 32064), effective July 29, 1982. This amendment becomes effective on September 30, 1982. FIGURE I Temporary Revision Number 1 SECTION 2 EMBRAER LIMITATIONS EMB 110P1 AND EMB 110P2 BANDEIRANTE Insert this page immediately following Page 2-10 of the Pilot's Operating Handbook and CTA Approved Airplane Flight Manual. 2-31 SYSTEMS OPERATING LIMITATIONS During the approach to landing phase of flight when in icing conditions or when having been in icing conditions, visually check, if possible, the horizontal stabilizer to verify that ice has been removed by the de-icing system. If it is suspected that ice has not been removed, or it is not possible to perform the visual check, observe the following wing flap deflection limitation: "DO NOT EXTEND THE WING FLAPS MORE THAN 50 PERCENT FOR LANDING. USE THE APPROACH SPEEDS FOR THE APPROPRIATE FLAP SETTING IN THE PILOT OPERATING HANDBOOK AND CTA APPROVED AIRPLANE FLIGHT MANUAL." LANDING DISTANCE FACTOR LIMITATIONS When using 50 percent or less wing flap deflection for landing, the landing distances given for 100 percent flap deflection must be multiplied by the following factors depending on landing weight: FOR 50 PERCENT FLAPS LANDING WEIGHT FACTOR 12,500 lbs. 1.25 11,800 lbs. 1.25 9,450 lbs. 1.00 FOR 0 PERCENT AND 25 PERCENT FLAPS LANDING WEIGHT FACTOR 12,500 lbs. 1.31 11,800 lbs. 1.31 9,000 lbs. 1.00 The above factors vary linearly between the weights given. FAA APPROVED: DATE: AD 82-20-02 Page 2- 10A
74-18-05: 74-18-05 SLICK ELECTRO, INC: Amendment 39-1930. Applies to slick magneto Models 447, 662, 664, 667, 668, 676, and 680 manufactured prior to August 1973 with Serial Numbers 3080608 and below. Compliance required as indicated, unless already accomplished. To prevent failure of the magneto impulse coupling due to loose pawls, accomplish the following: A. Prior to the accumulation of time in service which corresponds to the engine manufactures recommended overhaul period or within the next 100 hours, whichever is later, after the effective date of this AD, all magnetos with S/N's 3080608 and below must have the old impulse couplings replaced with new couplings listed below: Slick Magneto Models - 662 and 680; Impulse Coupling Complete - M-2369 Slick Magneto Model - 664; Impulse Coupling Complete - M-2370 Slick Magneto Model - 667; Impulse Coupling Complete - M-2371 Slick Magneto Model - 668; Impulse Coupling Complete - M-2372 Slick Magneto Model - 676; Impulse Coupling Complete - M-2373 Slick Magneto Model - 447; Impulse Coupling Complete - M-2374 Note: Reference Slick Service Letter 1-73. B. Magnetos manufactured prior to November 1970 with serial numbers 0110000 and below which have not accumulated sufficient time in service to require replacement in accordance with Paragraph A above, must be inspected within the next 100 hours' time in service or at the next annual inspection, whichever occurs first, after the effective date of this AD and thereafter at intervals not to exceed 500 hours' time in service from the last inspection until impulse couplings are replaced in accordance with paragraph A above. C. Magnetos manufactured between November 1970 and August 1973 with serial numbers 0110001 through 3080608, which have not accumulated sufficient time in service to require replacement in accordance with Paragraph A above, require a one time inspection. This inspection must be accomplished within the next 100 hours time in service after the effective date of this AD or at 500 hours total time in service whichever is later. D. The following method is to be used when accomplishing inspection required by Paragraphs B and C above. (1) Remove the impulse coupling hub from the shaft and inspect the pawl rivets for looseness. Use a pair of pliers on the head of the rivet; use caution with the pliers so as not to damage the head of the rivet. If the rivet turns in the plate, the hub assembly should be replaced. (See paragraph A for correct replacement assemblies.) (2) For proper spring tension in reassembly, refer to instructions on page 25 of Slick Green Service Manual (Form No. 1012), or page 27 in their yellow Service Manual (Form No. 1020). Notes: (a) Reference Slick Service Bulletin No. 1-71. (b) Use Slick Service Letter 1-74, when removing couplings in accordance with Paragraph D above. This supersedes Amendment 39-1809 (39 F. R. 12337), AD 74-08-05. This Amendment becomes effective August 28, 1974.
98-13-20: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce Limited, Aero Division-Bristol, S.N.E.C.M.A, Olympus 593 series turbojet engines. This action requires a radiological inspection of the combustion chamber No. 2 outer cooling ring scoop circumferential and axial weld for weld quality, and reweld and reinspection, if necessary; and an inspection of the combustion chamber No. 2 inner and outer cooling ring web length, marking acceptable components with the letter "T" adjacent to the part number, and replacement of unacceptable components with serviceable parts. This amendment is prompted by reports of circumferential cracks at the No. 2 outer and inner rings of the combustor chamber, resulting in a section of the combustion chamber detaching and causing significant ignitor and low pressure turbine damage. The actions specified in this AD are intended to prevent combustion chamber detachment, which could result in an inflight engine shutdown or an engine fire. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of July 10, 1998. Comments for inclusion in the Rules Docket must be received on or before August 24, 1998.
84-13-04: 84-13-04 ALEXANDER SCHLEICHER: Amendment 39-4901. Applies to Model ASW 19 and ASW 19B gliders, serial numbers 19001 to 19402, except 19019 and 19210, certificated in all categories. Compliance required prior to next flight unless already accomplished. To prevent the occurrence of horizontal tailplane flutter, accomplish the following: 1. Apply a red radial line on the airspeed indicator at 108 Kts (200 km/h) to indicate the new Never Exceed Velocity (VNE). 2. Affix a placard stating "Maximum Speed 108 Kts (200 km/h)" placed to the airspeed indicator. 3. Enter a notation in the glider flight manual in the airspeed limitations section to read as follows: Max. Speed to 10,000' MSL 108 Kts (200 km/h) 10,001 to 16,400' MSL 80 Kts (155 km/h) 16,401 to 23,000' MSL 75 Kts (140 km/h) 23,001 to 29,500' MSL 65 Kts (120 km/h) 4. Compliance with this AD is not required when the elevator trailing edge contour change modification described in Alexander Schleicher Technical Note No. 17, dated March 27, 1984, is incorporated. 5. Alternate inspections, adjustment of the inspection interval, or other actions which provide an equivalent level of safety must be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, telephone 513.38.30 x2710. The Alexander Schleicher Technical Note No. 17, dated March 27, 1984, identified and described in this directive 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 these documents from the manufacturer may obtain copies upon request to Alexander Schleicher Segelflugzeubau, D-6414 Poppenhausen, Federal Republic of Germany. These documents may also be examined at the Office of Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective September 13, 1984, as to all persons except those persons to whom it was made immediately effective by priority letter AD 84-13-04, issued June 26, 1984, which contained this amendment.
2012-22-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, -400D, and -400F series airplanes. This AD was prompted by reports of crown frame web cracking at left buttock line (LBL) 15.0, station (STA) 320. This AD requires measuring the web at STA 320 and, depending on findings, various inspections for cracks and missing fasteners, web and fastener replacement, and related investigative and corrective actions if necessary. We are issuing this AD to prevent complete fracture of the crown frame assembly, and consequent damage to the skin and in-flight decompression of the airplane.
98-13-31: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires repetitive visual inspections to detect discrepancies of the bushing installation of the aileron actuation fitting, and eventual installation of staked bushings in the fitting. Accomplishment of such installation terminates the repetitive inspections. This amendment also provides for an optional temporary preventive action, which, if accomplished, would allow the repetitive inspection intervals to be extended until the terminating action is accomplished. 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 fitting lugs due to vibration caused by loose bushings in the fittings, and consequent reduced controllability of the airplane.
69-24-02 R3: 69-24-02 R3 BEECH: Amendment 39-879 as amended by Amendment 39-1222 is further amended by Amendment 39-4240 and Amendment 39-4607. Applies to all Beech 99 series (Serial Numbers U-1 thru U-49, U-51 thru U-131, U-133 thru U-145, and U-147) airplanes certificated in any category. EXCEPTIONS: Airplanes on which the elevator control system has been modified in accordance with optional Beech Kit 99-5011 or Kit 99-5014 are required to comply with paragraph C only. Compliance: Required as indicated, unless already accomplished. To prevent an unsafe condition, effective immediately, restrict the aircraft to a maximum speed of 174 knots Vmo and remark the airspeed aircraft to a maximum speed of 174 knots Vmo and remark the airspeed indicator at that speed until the following are accomplished: A. (1) Check for correct elevator control system rigging and if necessary, rerig in accordance with Beech Service Instruction 0309-364. (2) Subsequent to the requirements of Paragraph A(1), conduct a flight test in accordance with flight test procedures contained in Beech Service Instruction 0309-364, or equivalent procedures approved by the Manager, Aircraft Certification Branch, FAA, Central Region. B. On or before March 15, 1970, limit the upward travel of the leading edge of the stabilizer to a maximum of 3-1/2 degrees in accordance with Beech Service Instruction 0285-364 or Beech Service Instruction 0309-364. The downward travel of the stabilizer leading edge remains unchanged. C. (1) On or before March 15, 1970, (a) install an aural warning device which indicates that the stabilizer trim system is in motion, (b) install an out-of-trim warning system indicating that the aircraft is out-of-trim longitudinally prior to takeoff, (c) install a newly designed standby trim switch and guards to prevent inadvertent operation, and (d) revise the electrical circuitry to prevent unwanted circuit breaker activation in the event that pilot and co- pilot simultaneously call for opposite trim. These modifications must be accomplished in accordance with instructions and procedures set forth in Beech Service Instruction 0270-350 or equivalent modifications approved by the Manager, Aircraft Certification Branch, FAA, Central Region. (2) On or before March 15, 1970, relocate the trim release switch on the control wheel to make it more readily accessible to the crew, in accordance with instructions and procedures set forth in Beech Service Instruction 0249-156, or an equivalent method approved by the Manager, Aircraft Certification Branch, FAA, Central Region. (3) On or before March 15, 1970, revise Beech Model 99 Approved Airplane Flight Manual by incorporating revision C-1 dated November 14, 1969, and revise Beech Model 99A Approved Airplane Flight Manual by incorporating revision A-5 dated November 14, 1969. NOTE: When the revisions to the Approved Airplane Flight Manuals have been incorporated as required by paragraph C(3), the temporary amendments to the Airplane Flight Manuals in AD 69-18-06, as amended, may be deleted. D. When paragraphs A and B of this AD have been accomplished, the aircraft may be operated at a maximum speed not to exceed 200 knots Vmo. When the modifications required by paragraphs A, B, and C of this AD have been accomplished, the aircraft may be operated at a speed not to exceed 226 knots Vmo. E. Paragraphs A(1) and A(2) of this AD must be complied with irrespective of the speed limitation whenever the elevator control system is repaired or otherwise modified or the elevators are repaired or replaced. AD 69-24-02, Amendment 39-879, superseded AD 69-18-06 as amended insofar as it changes the maximum speed restrictions provided in AD 69-18-06 as amended. Amendment 39-879 became effective December 5, 1969, for all persons except those to whom it was made effective by first class letter dated November 21, 1969. Amendment 39-1222 became effective June 3, 1971. Amendment 39-4240 became effective October 16, 1981. This Amendment 39-4607 becomes effective April 11, 1983.
82-16-05 R1: 82-16-05 R1 PIPER AIRCRAFT CORPORATION: Amendment 39-4459 as amended by Amendment 39-5278. Applies to Models PA-31 and PA-31-325 (Serial Numbers 31-2 through 31-8312019), PA-31-350 (Serial Numbers 31-5001 through 31-8452021), and PA-31-350-T1020 (Serial Numbers 31-8253001 through 31-8553002) equipped with Piper Part Numbers 455-301, 555-376, 555-511, or 555-366 turbocharger exhaust pipe couplings, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent the possibility of an inflight powerplant fire due to a turbocharger exhaust pipe coupling failure, accomplish the following: (a) Within the next 100 hours time-in-service after the effective date of this AD or 100 hours time-in-service since the last inspection per this AD prior to its revision, whichever is first, and thereafter at intervals not exceeding 100 hours time-in-service, inspect the multi-segment Piper P/N 455-301, 555-376, 555-511, 555-366 turbocharger exhaust pipe couplings by accomplishing the following: (1) Gain access to the turbocharger exhaust systems. (2) Remove the turbocharger exhaust couplings and tailpipe. NOTE: Exercise caution to prevent spreading or forcing the coupling beyond its normal open position when removing or installing the coupling, (3) Using either a dye penetrant inspection method or a light and a 10-power magnifying glass, accomplish the following: (i) Inspect coupling for cracks, spreading of "V" band segments, failed spot welds, and indication of exhaust flanges bottoming in couplings. (ii) Inspect the condition of the coupling clamp for bending, overstress, thread damage, cracks or other obvious damage. (iii) Inspect turbocharger to turbocharger exhaust tailpipe connection area for proper mating of surfaces. (iv) Inspect tailpipe and turbocharger flanges for cracks and distortion. Remove carbon deposits from mating flanges before reassembly. (v) Reinstall serviceable couplings using the applicable torque and procedures described in paragraph (b). NOTE: Initial and repetitive inspection are not required for coupling Part Numbers 557- 584 and 557-369. (b) Prior to further flight, replace any cracked or otherwise damaged couplings found during any inspection required by paragraph (a) of this AD with applicable couplings specified below: MODEL PIPER COUPLING P/N (AEROQUIP P/N) TORQUE PA-31 455-301 (4404-376M) 555-376 (MVT68049-375H) (MVT68049-375D) 555-511 (MVT69861-377M) 557-584 (NH1005834-10) 40-50 in.-lbs. 40-50 in.-lbs. 40-50 in.-lbs. 30-35 in.-lbs. PA-31-325 555-511 (MVT69861-377M) 557-584 (NH1005834-10) 40-50 in.-lbs. 30-35 in.-lbs. PA-31-350 555-366 (MVT68049-450M) 557-369 (NH1005798-10) 45-55 in.-lbs. 30-35 in.-lbs. Install couplings in accordance with the instructions contained in Piper Service Bulletin No. 644C, dated December 3, 1985, ensuring that the tailpipe andturbocharger flanges are properly aligned and that the wrench socket is properly aligned to prevent bolt sideload. (c) Piper Aircraft Corporation Service Bulletin No. 644C dated December 3, 1985, pertains to the subject matter of this AD. (d) The time-in-service between the repetitive inspections required herein may be adjusted up to plus 25 percent of any specified inspection interval required by this AD to facilitate accomplishing these inspections concurrent with other scheduled maintenance on the airplane. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) An equivalent method of compliance with this AD if used must be approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960 or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-4459 became effective September 15, 1982. This amendment, 39-5278, becomes effective April 11, 1986.
92-03-12: 92-03-12 BOEING: Amendment 39-8169. Docket 91-NM-138-AD. Supersedes AD 91-11-06, Amendment 39-7002. \n\n\tApplicability: Model 707/720 series airplanes; as listed in Boeing Service Bulletin 3240, Revision 3, dated October 18, 1985; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure continued structural integrity of the wing rear spar upper chord, accomplish the following: \n\n\t(a)\tPerform a close visual inspection for cracks and corrosion of the wing rear spar upper chord from wing station (WS) 109.45 to WS 360 for Model 707-300 series airplanes; or from WS 180.71 to WS 360 for Model 720, 707-100, and 707-200 series airplanes; at rib and stiffener locations. Inspect in accordance with Boeing Service Bulletin 3240, Revision 3, dated October 18, 1985, prior to the later of the times specified in subparagraphs (a)(1) and (a)(2) of this AD, unless previously accomplished within the last 900 flight cycles or 335 days.Repeat the inspection at intervals not to exceed 1,000 flight cycles or one year, whichever occurs first. \n\n\t\t(1)\tWithin the next 30 days or 100 flight cycles after June 19, 1991 (the effective date of Amendment 39-7002, AD 91-11-06); or \n\n\t\t(2)\tPrior to the accumulation of 10,000 flight cycles. \n\n\t(b)\tIf cracks or corrosion areas are found, prior to further flight, accomplish either subparagraph (b)(1) or (b)(2) of this AD: \n\n\t\t(1)\tRepair, other than by stop drill procedure, in accordance with Part III, Figure 2, of Boeing Service Bulletin 3240, Revision 3, dated October 18, 1985 (this is considered the "final repair"), or \n\n\t\t(2)\tRepair in accordance with the stop drill procedures specified in Part III, Figure 2, of Service Bulletin 3240, Revision 3, dated October 18, 1985. This repair method may only be used provided that the limitations specified in Part III, Figure 2, Items 5a and 5b, of the service bulletin are met. \n\n\t\t\t(i)\tImmediately after stop drilling, conductan eddy current inspection of the stop drill hole in accordance with the instructions in Section 5-5-1 of D6-7170, Nondestructive Test Document, to ensure that the crack does not extend beyond the stop drill. Thereafter, inspect visually for crack growth beyond the stop drill at intervals not exceeding 300 flight cycles. \n\n\t\t\t(ii)\tIf crack growth beyond the stop drill occurs, prior to further flight, accomplish the final repair in accordance with paragraph (b)(1) of this AD. \n\n\t\t\t(iii)\tWithin 1,000 flight cycles or one year, whichever occurs first, after the stop drill has been accomplished, accomplish the final repair in accordance with paragraph (b)(1) of this AD. \n\n\t(c)\tIf previously stop drilled cracks are found as a result of the inspection required by paragraph (a) of this AD, conduct an eddy current inspection of the stop drill hole for crack growth beyond the stop drill, in accordance with the instructions in Section 5-5-1 of Boeing Document D6-7170, Nondestructive TestDocument. \n\n\t\t(1)\tIf growth beyond the stop drill has occurred, prior to further flight, repair in accordance with paragraph (b)(1) of this AD. \n\n\t\t(2)\tIf growth beyond the stop drill has not occurred, and the limitations specified in Part III, Figure 2, Items 5a and 5b, of Boeing Service Bulletin 3240, Revision 3, dated October 18, 1985, are met, prior to further flight accomplish either subparagraph (c)(1)(i) or (c)(1)(ii) of this AD: \n\n\t\t\t(i)\tRepair in accordance with paragraph (b)(1) of this AD; or \n\n\t\t\t(ii)\tReinspect visually for crack growth beyond the stop drill at intervals not exceeding 300 flight cycles.\n \n\t\t\t\t(A)\tIf crack growth beyond the stop drill occurs, prior to further flight, accomplish the final repair in accordance with paragraph (b)(1) of this AD. \n\n\t\t\t\t(B)\tWithin 1,000 flight cycles or one year, whichever occurs first after the initial inspection revealed the stop drill crack, accomplish the final repair in accordance with paragraph (b)(1) of this AD.(d)\tAfter each of the inspections and repairs required by this AD have been performed, apply BMS 3-23 corrosion inhibitor, or equivalent, to the affected areas. \n\n\t(e)\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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(f)\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(g)\tThe inspections and repairs shall be done in accordance with Boeing Service Bulletin 3240, Revision 3, dated October 18, 1985. 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, at 56 FR 25356. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\t(h)\tThis amendment (39-8169, AD 92-03-12) becomes effective on March 10, 1992.
89-24-07: 89-24-07 AEROSPATIALE: Amendment 39-6394. Docket No. 89-NM-126-AD. Applicability: All Model ATR42 series airplanes, certificated in any category. Compliance: Required within 60 days after the effective date of this AD, unless previously accomplished. To improve protection against loss of control when operating in icing conditions, including freezing rain, accomplish the following: A. Install an anti-icing advisory system in accordance with Aerospatiale Service Bulletins ATR42-27-0021, Revision 8, dated May 2, 1989; ATR42-30-0017, Revision 3, dated January 20, 1989; ATR42-30-0018, Revision 4, dated June 14, 1989; ATR 42-30-0021, Revision 3, dated July 20, 1989; ATR42-30-0024, Revision 1, dated February 13, 1989; and ATR42-30- 0027, Revision 1, dated February 21, 1989. B. Incorporate Revision 6 of the Airplane Flight Manual (AFM), dated August 1988, into the FAA-approved AFM. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. 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 (39-6394, AD 89-24-07) becomes effective on December 15, 1989.
82-10-02 R1: 82-10-02 R1 ROCKWELL INTERNATIONAL: Amendment 39-4376 as amended by Amendment 39-4436. Applies to Models NA-265-60 modified per STC SA687NW (S/N 306-5, - 6, -12, -24, -50, -71, -109, -116, -119, and -122); NA-265-65, S/N 465-1 through 465-76, and S/N 306-114 airplanes certificated in all categories. Compliance required as indicated unless already accomplished. To reduce the possibility of a flap screwjack actuator malfunction due to bearing failure, accomplish the following: A. Within the next 50 hours time-in-service after the effective date of this AD and within each additional 300 hours time-in-service, inspect each flap screwjack in accordance with Rockwell International Service Bulletin 81-14 dated December 28, 1981. Replace or repair any flap screwjack not meeting the acceptance criteria in this service bulletin. B. Model NA-265-65 Sabreliner airplanes are approved for take-offs and landings with zero degree flap settings and may, therefore, be operated with a defective flap screwjack, provided the flap system is deactivated and the airplane operated in accordance with the zero flap performance data in the Airplane Flight Manual SR-77-006. C. Model NA-265-60 airplanes may be operated with a defective flap screwjack, provided the flap system is deactivated and the following operating limitations are observed: 1. Takeoff must be conducted in compliance with Airplane Flight Manual zero flap requirements. 2. Landing weather minimums are one mile or RVR 5000. 3. Zero flap, dry runway landing distance must be determined by multiplying the factored landing distance shown in the Rockwell International Airplane Flight Manual, Supplement No. SR-81-018, by a factor of one point five. 4. Zero flap, wet runway landing distances must be determined by multiplying the distance obtained in "3." above by a factor of one point one five. 5. Thrust reversers must be operative prior to takeoff. D. Alternative means of compliance with this AD which provide an equivalent level of safety must be approved by the Chief, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269- 7000. E. Rework of all flap actuators in accordance with Rockwell International Service Bulletin 82-1 dated June 30, 1982, constitutes terminating action for the requirements of paragraph A, above. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request from Rockwell International, Sabreliner Division, 6161 Aviation Drive, St. Louis, Missouri 63134. These documents may also be examined at FAA Central Region, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209. Amendment 39-4376 became effective May 17, 1982. This Amendment 39-4436 becomes effective September 13, 1982.
2022-08-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC 155B and EC155B1 helicopters. This AD was prompted by a report of a discrepancy in the rotorcraft flight manual (RFM) where the rotorcraft stay-up flying capabilities for Category B operation were provided through performance data only, not as airworthiness limitations that are dependent upon on the number of passengers on board. This AD requires revising the existing RFM for your helicopter, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2012-23-01: We are adopting a new airworthiness directive (AD) for all Cessna Aircraft Company (Cessna) Model 402C airplanes modified by Supplemental Type Certificate (STC) SA927NW and Model 414A airplanes modified by STC SA892NW. This AD was prompted by report of a Cessna Model 414A airplane modified by STC SA892NW that experienced an asymmetrical flap condition causing an uncommanded roll when the pilot set the flaps to the approach position. We are issuing this AD to prevent failure of the flap system, which could result in an asymmetrical flap condition. This condition could result in loss of control.