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94-06-05: 94-06-05 HAMILTON STANDARD: Amendment 39-8853. Docket 94-ANE-09. Applicability: Hamilton Standard Model 14RF-9, 14RF-19, and 14RF-21 propellers, installed on but not limited to Embraer EMB-120 series, Construcciones Aeronauticas, SA (CASA) CN-235 series, and SAAB-SCANIA SF340 series aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent propeller hub cracking and loss of engine oil, and possible loss of a propeller blade or hub, accomplish the following: (a) Within 30 days after the effective date of this airworthiness directive (AD), perform an initial torque check of the propeller hub retaining nuts, as follows: (1) For Hamilton Standard Model 14RF-9 propellers, in accordance with Temporary Revision (TR) No. 61-6, dated March 15, 1993, to Hamilton Standard Maintenance Manual (MM) P5186. (2) For Hamilton Standard Model 14RF-19 propellers, in accordance with TR No. 61-6, dated April 8, 1993, to Hamilton Standard MM P5199. (3) For Hamilton Standard Model 14RF-21 propellers, in accordance with TR No. 61-4, dated March 15, 1993, to Hamilton Standard MM P5189. (b) If propeller hub retaining nuts are found not to meet the acceptance criteria in accordance with the applicable TR to the Hamilton Standard MM's during the initial torque check in accordance with paragraph (a), and during the repetitive torque checks performed in accordance with paragraph (e) of this AD, remove the propeller hub from service and inspect for cracks in accordance with the applicable TR's listed in paragraph (a) of this AD. Remove propeller hubs with crack indications and replace with serviceable propeller hubs prior to further flight. (c) If the initial propeller hub retaining nut torque check is acceptable in accordance with the applicable TR listed in paragraph (a) of this AD, support the propeller with an appropriate lifting fixture and loosen all the propeller hub retaining nuts. Tighten the propeller hub retaining nuts as follows: (1) For Hamilton Standard Model 14RF-9 propellers, in accordance with TR No. 61-7, dated July 27, 1993, to Hamilton Standard MM P5186. (2) For Hamilton Standard Model 14RF-19 propellers, in accordance with TR No. 61-7, dated July 27, 1993, to Hamilton Standard MM P5199. (3) For Hamilton Standard Model 14RF-21 propellers, in accordance with TR No. 61-5, dated July 27, 1993, to Hamilton Standard MM P5189. (d) Make a one-time entry into propeller maintenance records to record: (1) that the initial torque check was performed; (2) the propeller hub retaining nuts were loosened and tightened in accordance with paragraph (c) of this AD; and (3) the torque values. (e) Thereafter, perform repetitive torque checks at intervals not to exceed 500 hours time in service since the last inspection, in accordance with the applicable TR to the Hamilton Standard MM's listed in paragraph (a) of this AD. (f) Install all propellersafter the effective date of this AD using the propeller hub retaining nut tightening procedure defined in the applicable TR to the Hamilton Standard MM's listed in paragraph (c) of this AD. Record the torque values in accordance with paragraph (d) of this AD. (g) Visually inspect and investigate all external propeller oil leakage at the next line check, or within 70 hours TIS after the effective date of this AD, whichever occurs first. If the leakage is found to be caused by other than a leak in the blade seal, the pressure relief valve, or actuator assembly, the propeller must be removed from service and replaced with a serviceable propeller prior to further flight. (h) Thereafter, visually inspect and investigate all external propeller oil leakage at intervals not to exceed 70 hours TIS since the last inspection, or at the next line check, whichever occurs first. If the leakage is found to be caused by other than a leak in the blade seal, the pressure relief valve, or actuator assembly, the propeller must be removed from service and replaced with a serviceable propeller prior to further flight. (i) 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, Boston Aircraft 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, Boston Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Boston Aircraft Certification Office. (j) 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. (k) The torque checks, retightening, and installation procedures shall be done in accordance with the following service documents: Document No. Pages Date TR No. 61-6 to Hamilton Standard MM P5186 1-8 March 15, 1993 Total pages: 8. TR No. 61-7 to Hamilton Standard MM P5186 1-9 July 27, 1993 Total pages: 9. TR No. 61-6 to Hamilton Standard MM P5199 1-6 April 8, 1993 Total pages: 6. TR No. 61-7 to Hamilton Standard MM P5199 1-7 July 27, 1993 Total pages: 7. TR No. 61-4 to Hamilton Standard MM P5189 1-8 March 15, 1993 Total pages: 8. TR No. 61-5 to Hamilton Standard MM P5189 1-7 July 27, 1993 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 Hamilton Standard, One Hamilton Road, Windsor Locks, CT 06096-1010. 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. (l) This amendment becomes effective on March 29, 1994.
98-20-21: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas DC-9-80 series airplanes, that requires an inspection to detect discrepancies of electrical plugs and receptacles of the sidewall lighting system in the passenger cabin, and to verify that the ends of all pins and sockets are even and that they are seated and locked into place. This amendment also requires replacement of any discrepant part with a new part, and modification of the electrical wiring and connectors of the sidewall lighting system in the passenger cabin. This amendment is prompted by reports of failures of the electrical connectors in the sidewall fluorescent lighting, which resulted in smoke or lighting interruption in the passenger cabin. The actions specified by this AD are intended to prevent failures of the electrical connectors, which could result in poor socket/pin contact, excessive heat, electrical arcing, and consequently, connector burnthrough and smoke in the passenger cabin.
98-20-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and C-9 (military) series airplanes, that requires visual and eddy current inspections to detect cracking of the frame-to-longeron attachment area, the frame-to-skin shear clips at certain fuselage stations, and the fuselage bulkhead at the front spar of the engine pylon in the aft fuselage; and repair, if necessary. This AD also requires certain modifications which, when accomplished, will terminate the requirement for inspections. This amendment is prompted by reports indicating that fatigue cracking has occurred at those areas. The actions specified by this AD are intended to prevent such fatigue cracking, which could cause damage to adjacent structure and result in reduced structural integrity of the airplane.
2013-04-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -800, and -900ER series airplanes. This AD was prompted by incorrect wire support clamps installed within the left environmental control systems (ECS) bay, which could allow wiring to come in contact with the exposed metal of the improper clamp. This AD requires inspections to identify the part number of the wire support clamp, related investigative actions, and corrective actions if necessary. We are issuing this AD to prevent electrical arcing and a potential ignition source within the ECS bay, which in combination with flammable fuel vapors, could result in a center wing fuel tank explosion, and consequent loss of the airplane.
56-04-01: 56-04-01 CHAMPION: Applies to Model 7EC Aircraft, Serial Numbers 300 to 370 Inclusive. To be accomplished as soon as practicable but not later than April 1, 1956. Inspect front and rear control stick socket castings, P/N 2-705, for cracks at the ears to which the push-pull tube attaches. If found cracked, the castings should be replaced. If a standard AN bolt, nut and washer are installed, replace with a clevis bolt, AN 24-16, (11/16 grip), and an AN 320-4 shear nut so that excessive loads cannot be placed on the socket ears.
98-20-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires a one-time inspection to detect discrepancies in the electrical wiring and wiring harness behind the lavatory, and corrective actions. 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 of electrical wiring, which could result in severe overheating of the wiring, consequent smoke in the flight deck and cabin, and possible injury to flightcrew or passengers.
92-15-09: 92-15-09 BRITISH AEROSPACE: Amendment 39-8303. Docket No. 91-NM-265-AD. Applicability: Model ATP series airplanes; serial numbers 2001 through 2041, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent poor windshield visibility, which could adversely affect the pilot's and co-pilot's ability to navigate the airplane visually, accomplish the following: (a) For airplanes having serial numbers 2001 through 2041: Within 14 days after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time-in-service, apply Repcon wipe-on rain repellent, or other equivalent rain repellent, onto the windshields and adjacent sliding side windows, in accordance with British Aerospace Service Bulletin ATP-30-3, Revision 3, dated October 19, 1990. (b) For airplanes having serial numbers 2001 through 2019: Within 9 months after the effective date of this AD, relocate the windshield washer nozzles by incorporating Modification 35073A, in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or Revision 1, dated February 24, 1992. (c) For airplanes having serial numbers 2001 through 2041: Within 9 months after the effective date of this AD, reroute the windshield washer fluid supply lines by incorporating Modification 35198A, in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or Revision 1, dated February 24, 1992. (d) Accomplishment of the modification required by paragraph (b) of this AD constitutes terminating action for the requirements of paragraph (a) of this AD. (e) 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (f) 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. (g) The rain repellent fluid applications shall be done in accordance with British Aerospace Service Bulletin ATP-30-3, Revision 3, dated October 19, 1990, which includes the following list of effective pages: Page Number Revision Level Date 1 3 October 19, 1990 2-4 Original November 1988 The modifications shall be done in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or British Aerospace Service Bulletin ATP-30-10, Revision 1, dated February 24, 1992. These service bulletins contain the following list of effective pages: Service Bulletin Number Page Number Revision Level Date ATP-30-10 1-9, 11, 13, Original September 30, 1991 Original Issue 15, 17, 19 10, 12, 14, (These pages are not used) 16, 18 ATP-30-10 1-9, 9A, 17, 1 February 24, 1992 Revision 1 19 11, 13, 15 Original September 30, 1991 10, 12, 14, (These pages are not used) 16, 18 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, 1100 L Street NW., Room 8401, Washington, DC. (h) This amendment becomes effective on September 8, 1992.
2013-04-08: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH [[Page 14161]] Model H-36, HK 36 R, HK 36 TS, and HK 36 TTS 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 installation of an unsuitable self-locking nut on the bell crank of the elevator push rod that can cause failure of the elevator, resulting in loss of control. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-13-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA) to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The turbine wheel, part number (P/N) 095-01-015-03, of the SAPHIR 20 Model 095 APU is a life-limited part. Microturbo had determined through "fleet leader" testing and inspection that the published life limit of this turbine wheel should be reduced to 9,000 cycles. Use of the turbine wheel beyond 9,000 cycles could lead to the release of high energy debris that could jeopardize aircraft safety. For the reasons described above, EASA AD 2008-0084 required the implementation of the new life limit on the affected parts and the replacement parts that had exceeded the new life limit. Microturbo has now determined that the life limit of the turbine wheel should be further reduced to 4,225 cycles. Use of the turbine wheel beyond 4,225 cycles could lead to the release of high energy debris that could jeopardize aircraft safety. We are issuing this AD to prevent an uncontained burst of the APU turbine that could liberate high-energy fragments resulting in injury and damage to the aircraft.
98-20-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires repetitive inspections to detect chafing of the hydraulic pipe on the emergency uplock release system of the main landing gear (MLG); testing of the hydraulic pipe for leaks, if necessary; and repair of the hydraulic pipe, if necessary. This amendment also requires modification of the attachment bolt and attachment hole on the structural panel, which terminates the repetitive inspection requirements of this AD. 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 between the hydraulic pipe on the emergency uplock release system of the MLG and an attachment bolt on a structural panel, which could result in rupture of the hydraulic pipe, loss of hydraulic pressure, and consequent inability to activatethe emergency MLG extension.
2022-10-05: The FAA is superseding Airworthiness Directive (AD) 2020-05- 12, which applied to all Gulfstream Aerospace Corporation Model GVII- G500 and GVII-G600 airplanes. AD 2020-05-12 required revising the existing airplane flight manual (AFM) to incorporate revised limitations and procedures. This AD was prompted by reports of two landing incidents in which the alpha limiter engaged in the landing flare in unstable air, resulting in high rate of descent landings and damage to the airplanes. This AD retains certain requirements, and also adds and replaces certain AFM sections with more restrictive limitations and procedures. The FAA is issuing this AD to address the unsafe condition on these products.
2013-04-09: We are adopting a new airworthiness directive (AD) for Costruzioni Aeronautiche Tecnam srl Model P2006T 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 multiple cracks found on the outboard aileron hinge support of a P2006T airplane during an inspection. We are issuing this AD to require actions to address the unsafe condition on these products.
98-20-03: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires repetitive inspections of the center joint of the main landing gear (MLG) torque link and the MLG assembly for excessive free-play; and correction, if necessary. This AD also requires installation of new MLG torque link dampers, which constitutes terminating action for the repetitive inspections; and revision of the FAA-approved maintenance program to incorporate inspections and overhaul of the new torque link dampers. 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 the failure of MLG torque links, which could result in reduced controllability of the airplane on the ground during takeoff or landing.
77-13-13: 77-13-13 BRITISH AIRCRAFT CORPORATION: Amendment 39-2938. Applies to BAC 1-11 200 and 400 series airplanes certificated in all categories. Compliance is required as indicated. To prevent possible failure of the whiffletree lever and subsequent loss of rudder feel capability, accomplish the following: (a) Within 80 landings after the effective date of this AD, unless already accomplished, visually inspect the whiffletree lever, P/N CH504-009, in the rudder feel simulator unit, in accordance with the paragraphs designated 1. and 2. of paragraph 2.1.1 of British Aircraft Corporation Alert Service Bulletin 27-A-PM5407, Issue 1, dated April 9, 1976, (hereinafter referred to as BAC ASB) or an FAA-approved equivalent. (b) If a defect appearing as a well-defined transverse groove, notch, or undercut in the radius of the lever is found during the inspection required by paragraph (a) of this AD, within the next 25 landings test and inspect the whiffletree lever for cracks in accordance with the paragraph designated as 3.(A) of paragraph 2.1.1. of the BAC ASB, or an FAA-approved equivalent, and - (i) If a crack is found, before further flight, replace the defective lever with a new lever of the same part number, or an FAA-approved equivalent; or (ii) If no crack is found, within the next 250 landings replace the whiffletree lever with a new lever of the same part number, or an FAA-approved equivalent. If a replacement lever of the same part number is used it must be tested and inspected prior to installation in accordance with paragraph (a) of this AD and this paragraph and must be found free of the defects specified in this AD and cracks. (c) For whiffletree levers used as replacements that were obtained from Lucas Aerospace, England as part of the Lucas repair kit for the whiffletree lever, and were installed in accordance with the kit installation instructions, Lucas Repair Scheme LRS 8114, at or before the next overhaul after installation modify the lever by replacing the bolts used in Lucas Repair Scheme LRS 8114 with rivets in accordance with the Lucas Overhaul Manual, as referred to in paragraphs 2.1.3 and 2.2 of the BAC ASB, or an FAA-approved equivalent. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment becomes effective July 7, 1977.
2013-04-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks in the skin and surrounding structure under the number 3 very high frequency (VHF) antenna on the lower external surface of the airplane at buttock line 0.0, aft of the main landing gear wheel well. This AD requires inspecting for cracking and corrosion under the number 3 VHF antenna, and corrective actions if necessary; and, for certain airplanes, replacing bonded skin panels with solid skin panels if not previously accomplished. This AD also provides an optional preventive modification (which would terminate the inspection requirements for certain airplanes). We are issuing this AD to detect and correct cracks and corrosion of the skin and surrounding structure under the number 3 VHF antenna, which could result in separation of the antenna from the airplane, and rapid depressurization of the airplane.
2010-10-12: This amendment supersedes an existing airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) helicopters, that currently requires certain checks and inspections of the tail rotor blades. If a crack is found, the existing AD requires replacing the tail rotor blade (blade) with an airworthy blade before further flight. This amendment requires the same checks and inspections of the blades until they are required to be replaced and removes certain serial numbered and specifically coded blades from the applicability of the AD. This amendment is prompted by the approved rework of certain blades and two newly redesigned blades, which, if installed, constitute terminating action for the inspection requirements. The actions specified by this AD are intended to detect a crack in a blade, and to prevent loss of a blade and subsequent loss of control of the helicopter.
98-05-14 R1: This amendment clarifies information contained in Airworthiness Directive (AD) 98-05-14, which currently requires revising the FAA-approved Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions on certain Cessna Aircraft Company (Cessna) Models T210N, P210N, and P210R airplanes. That publication incorrectly references the possibility of certain ice accumulation on the "lower" surface of the wing, instead of the "upper" surface of the wing while operating with the flaps extended. This incorrect statement may result in pilot misinterpretation of the icing effects with the flaps extended, and lead to an incorrect action. This document replaces the word "lower" with "upper" in this sentence. The actions specified in this AD are intended to continue to minimize the potential hazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2013-04-01: We are superseding an existing airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-524 series turbofan engines. That AD currently requires removal and repair of certain thrust reverser units (TRUs) prior to reinstallation. This AD requires the same actions for an expanded population of TRUs and extends the compliance time for repairing certain TRUs. This AD was prompted by additional engineering evaluation of TRUs, as a result of a translating cowl gearbox stubshaft failure and subsequent repair. We are issuing this AD to prevent failure of the attachment rivets, which may result in release of the TRU from the engine.
98-02-04: This document makes a correction to Airworthiness Directive (AD) 98-02-04 applicable to CFM International (CFMI) CFM56-5B/2P series turbofan engines that was published in the Federal Register on January 21, 1998 (63 FR 3031). The low pressure turbine (LPT) case part number (P/N) in the compliance section is incorrect. This document corrects that P/N. In all other respects, the original document remains the same.
91-20-02: 91-20-02 GENERAL ELECTRIC COMPANY: Amendment 39-8036. Docket Number 91-ANE-04. Applicability: General Electric Company (GE) CF6-80C2 series turbofan engines, installed on, but not limited to, Airbus A300 and A310, Boeing 747 and 767, and McDonnell Douglas MD-11 aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent engine fire, accomplish the following: (a) Visually inspect left-hand fuel manifolds, Part Numbers (P/N) 130 3M31G06, 1303M31G07, and 1303M31G08, and right-hand fuel manifolds, P/N 1303M32G06, 1303M32G07, and 1303M32G08, in accordance with the Accomplishment Instructions contained in GE CF6-80C2 Service Bulletin (SB) 73-115, Revision 1, dated February 5, 1991, as follows: (1) Inspect the engine drain mast for fuel leakage every day of operation, after the effective date of this AD. (2) Inspect the circumferential fuel supply manifold at the next scheduled core cowl opening, after the effective date of thisAD; and thereafter, reinspect at intervals not to exceed 500 hours time-in-service since last inspection. (3) Remove from service prior to further flight, fuel manifolds that exhibit leakage, and replace with serviceable parts. (b) Replace left-hand fuel manifolds, P/N 1303M31G06, 1303M31G07, and 1303M31G08, with left- hand fuel manifold, P/N 1303M31G10, and replace right-hand fuel manifolds, P/N 1303M32G06, 1303M32G07, and 1303M32G08, with right-hand fuel manifold, P/N 1303M32G10, in accordance with the Accomplishment Instructions of GE SB 73-114, Revision 2, dated February 4, 1991, at next engine removal, after the effective date of this AD, but no later than June 30, 1993. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics, or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803-5299. (e) The inspection shall be done in accordance with the following General Electric documents: DOCUMENT NO. PAGE NO. ISSUE/REVISION DATE GE CF6-80C2 3 and 4 Original 12/4/90 SB 73-114 2 Revision 1 12/6/90 1, 5-31 Revision 2 2/4/91 Total Pages: 31 GE CF6-80C2 2-7 Original 12/5/90 SB 73-115 1 Revision 1 2/5/91 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, CF6 Distribution Clerk, Room 132, 111 Merchant Street, Cincinnati, Ohio 45246. Copies may beinspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-8036, AD 91-20-02) becomes effective on November 25, 1991.
86-23-07: 86-23-07 BRITISH AEROSPACE: Amendment 39-5464. Applies to Model B.121 Series I, II, and III (all serial numbers) airplanes certificated in any category. Compliance: Required initially within 50 hours time-in-service (TIS) for airplanes having or upon accumulating 2,450 hours or more TIS, and thereafter at intervals of 50 hours TIS, unless already accomplished. To assure the integrity of the vertical fin/fuselage attachment structure, accomplish the following: (a) Visually inspect for cracks in the following areas: (1) Center Angle, Part Number (P/N) BE-10-10085 in accordance with paragraph 3. "ACTION" subparagraph (c) of British Aerospace (BAe) Service Bulletin (S/B) No. B121/86, dated March 29, 1984. (i) If cracks are found that equal or exceed the conditions shown in paragraph 3. "ACTION" subparagraph (c) of BAe S/B No. B121/86, prior to further flight, repair in accordance with repair instructions obtained from the manufacturer, British Aerospace, and approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium (hereinafter referred to as "Manager, AEU-100"). (ii) If no cracks are found or if cracks do not exceed the limits shown in paragraph 3. "ACTION" subparagraph (d) of BAe S/B No. B121/86, repeat the inspection at intervals not exceeding 50 hours TIS. (2) The underside of Diaphragm Decking upper, P/N BE-10-10155/1, in accordance with paragraph 3. "ACTION" subparagraph (d) of BAe S/B No. B121/86, dated March 29, 1984. (i) If cracks are found, prior to further flight, repair in accordance with repair instructions obtained from the manufacturer, British Aerospace, and approved by the Manager, AEU-100. (ii) If no cracks are found, repeat the inspection at intervals not exceeding 50 hours TIS. (3) The heel of the side skin attachment flange (left and right) adjacent to the tailplane front spar attachment bolts in accordance with paragraph 3. "ACTION" subparagraph (e) of BAe S/B No. B121/86, dated March 29, 1984. (i) If cracks are found, prior to further flight, repair in accordance with repair instructions obtained from the manufacturer, British Aerospace, and approved by the Manager, AEU-100. (ii) If no cracks are found, repeat the inspection at intervals not exceeding 50 hours TIS. (b) Extension or elimination of the repetitive inspections specified in this AD may be included as part of the FAA-approved repair obtained in accordance with paragraphs (a)(1)(i), (a)(2)(i), and (a)(3)(i) of this AD. (c) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. All persons affected by this directive may obtain a copy of the document referred to herein upon request to British Aerospace, Engineering Department, Post Office Box 17414, Dulles International Airport, Washington, D.C. 20041; Telephone (703) 435-9100, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 18, 1986.
93-16-04: 93-16-04 SHORT BROTHERS, PLC: Amendment 39-8661. Docket 93-NM-18-AD. Applicability: Model SD3-SHERPA series airplanes; serial numbers SH3201 through SH3205 inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent overheating and burning of the earth wires and a resultant fire, accomplish the following: (a) Within 6 months after the effective date of this AD, replace the existing 24-gauge earth wires on electrical panels 29C and 30C on the bottom of frame 74 with 16-gauge earth wires, in accordance with Shorts Service Bulletin SD3 SHERPA-24-1, dated May 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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, ANM-113. (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 replacement shall be done in accordance with Shorts Service Bulletin SD3 SHERPA- 24-1, dated May 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 Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. 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 4, 1993.
98-19-12: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce, plc RB211 Trent 700 series turbofan engines. This action requires repositioning of the oil metering jet up into the oil distributor within the bevel gearshaft, followed by repetitive inspections of the Magnetic Chip Detector (MCD). Evidence of driving bevel gearshaft ball bearing failure requires replacement of the Step Aside Gearbox (SAGB). This amendment is prompted by reports of uncommanded engine rundowns caused by failure of the SAGB driving bevel gearshaft ball bearing due to oil starvation. This causes a loss of drive to the external gearbox and accessories, resulting in an inflight engine shutdown. The actions specified in this AD are intended to prevent inflight engine shutdowns caused by SAGB driving bevel gearshaft ball bearing failure. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Registeras of October 1, 1998. Comments for inclusion in the Rules Docket must be received on or before November 16, 1998.
98-14-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T98-14-51 that was sent previously to all known U.S. owners and operators of CFM International CFM56-7B series turbofan engines by individual telegrams. This AD requires checks of the Accessory Gearbox (AGB)/Transfer Gearbox (TGB) Magnetic Chip Detector (MCD) for abnormal magnetic particles that indicate a pending starter gearshaft failure, and, removal from service of suspect starter gearshafts and replacement with serviceable parts. This amendment is prompted by reports of 2 inflight engine shutdowns due to uncontained failures of the AGB starter gearshafts. The actions specified by this AD are intended to prevent a dual inflight engine shutdown event, which could result in a forced landing and loss of the aircraft.
79-12-06: 79-12-06 CESSNA: Amendment 39-3492 as amended by Amendment 39-3757. Applies to Model 500 (Serial Numbers 500-0001 through 500-0349), Models 500 and 501 (Unit Numbers -0350 through -0520) and Models 550 and 551 (Unit Numbers -0002 through -0114) airplanes with 600 or more hours time-in-service, except those which have been modified in accordance with one of the following Cessna Citation Service Bulletins: SB57-10, Revision 1, dated March 28, 1980; SB57-11, Revision 1, dated March 28, 1980; or SB550-57-3, Revision 1, dated March 28, 1980, as applicable. COMPLIANCE: Required as indicated unless already accomplished. A) Within the next 100 hours time-in-service after the effective date of this AD and thereafter within each 600 hours time-in-service until the number of landings or time-in-service threshold for dye penetrant inspection in Table I is reached, visually inspect the upper and lower spar cap stems at Wing Station 37.0 in the areas specified in Cessna Citation Service Letter SL 57-2, Revision 2, dated May 1, 1979, or SL 550-57-1, Revision 1, dated May 1, 1979, as applicable for cracks and/or: B) Upon reaching or if at or beyond the dye penetrant inspection threshold specified in Table I, within 100 hours time-in-service or 100 landings, whichever occurs first, and thereafter within 600 hours time-in-service or 600 landings, whichever occurs first, dye penetrant inspect the upper and lower spar cap stem at Wing Station 37.0 in the areas specified in Cessna Citation Service Letter SL 57-2, Revision 2, dated May 1, 1979, or SL 550-57-1, Revision 1, dated May 1, 1979, as applicable, for cracks. TABLE I MODEL SERIAL/UNITS NOS DYE PENETRANT INSPECTION THRESHOLD (LANDINGS OR TIME-IN-SERVICE-HOURS) 500 S/N 500-0001 thru 500-0349 4300 500 & 501 Unit -0350 thru -0520 1300 550 & 551 Unit -0002 thru -0114 4300 C) If, as a result of any inspection required by Paragraph A) or B) a crack of less than .3 inches in length is found in the upper spar cap stem, reduce the dye penetrant inspection interval on this spar cap to 200 landings or 200 hours time-in-service, whichever occurs first. D) If, as a result of any inspection required by Paragraph A) or B) a crack of less than .3 inches in length is found in the lower spar cap stem, reduce the dye penetrant inspection interval on this spar cap to 100 landings or 100 hours time-in-service, whichever occurs first. NOTE: The FAA encourages compliance with the manufacturer's request that all cracks be reported to the Cessna Customer Service Department. E) If, as a result of any inspection required by Paragraph A), B), C) or D), a crack of .3 inches in length or longer is found in either spar cap, prior to further flight, repair or modify the wing in accordance with instructions obtained from Cessna Aircraft Company, Jet Marketing Division, Customer Service, P.O. Box 7706, Wichita, Kansas 67277. F) The time-in-service for initial andbetween repetitive inspections required herein may be adjusted up to 10 hours to facilitate accomplishing them concurrent with other scheduled maintenance on the airplane. G) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. H) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. Cessna Citation Service Letters SL57-2, Revision 2, dated May 1, 1979; and SL550-57-1, Revision 1, dated May 1, 1979; and Cessna Citation Service Bulletins SB57-10, Revision 1, dated March 28, 1980; SB57-11, Revision 1, dated March 28, 1980; and SB550-57-3, Revision 1, dated March 28, 1980, cover the subject matter of this AD. Amendment 39-3492 became effective June 21, 1979. This Amendment 39-3757 becomes effective April10, 1980.