Results
2011-07-05: 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: \n\n\n\tCracks have been found on seat backrest links P/N (part number) 90-000200-104-1 and 90-000200-104-2. These cracks can significantly affect the structural integrity of seat backrests. * * * \n\n\n\tFailure of the backrest links could result in injury to an occupant during emergency landing conditions. We are issuing this AD to require actions to correct the unsafe condition on these products.
75-07-01: 75-07-01 BELL: Amendment 39-2131. Applies to Bell Model 212 helicopters, S/N 30501 through S/N 30658 and 30671, certificated in all categories. Compliance required as indicated, unless already accomplished. Within the next 25 hours' time in service after the effective date of this AD, or before next flight if an unusual high frequency vibration is detected. a. Gain access to and remove the main drive shaft assembly in accordance with Section 65-30-01 of the Model 212 helicopter maintenance manual. b. Inspect the exposed nut, P/N 212-040-631-1, for serial number. Nuts with the following serial numbers are improperly manufactured and must be removed from service: A20-00427, A20-00469, A20-00472, A20-00475, A20-00476, A20-00477, A20-00478 Nuts which have no serial number and nuts with serial numbers other than those listed are acceptable. c. Reinstall the drive shaft with an acceptable nut in accordance with instructions in Section 65-30-01 of the Model212 maintenance manual. Notify Bell Helicopter Company or the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, if nuts identified in paragraph b. are found following inspection. (Reporting approved by the Office of Management and Budget under OMB No. 04- R0174). d. Bell Service Bulletin No. 212-75-1 dated February 19, 1975, pertains to this inspection and replacement procedure. e. Equivalent methods of compliance with this airworthiness directive must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101. This amendment becomes effective April 21, 1975.
2011-06-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires measuring the electrical bond resistance between the motor operated valve (MOV) actuators and airplane structure for the main, center, auxiliary, and horizontal stabilizer fuel tanks, as applicable, and corrective action if necessary; revising the maintenance program to incorporate airworthiness limitation (AWL) No. 28-AWL-21 or AWL No. 28-AWL-27, as applicable; and replacing production-installed laminate phenolic spacers with metallic spacers between the fuel jettison MOV and the airplane structure, as applicable. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent electrical current from flowing through an MOV actuator into a fuel tank, which could create a potential ignition source inside the fuel tank. This condition, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss ofthe airplane.
2011-07-01: We are superseding an existing airworthiness directive (AD) for General Electric Company (GE) CF6-45 and CF6-50 series turbofan engines. That AD currently requires replacing certain forward and aft centerbodies of the long fixed core exhaust nozzle (LFCEN) assembly. This AD adds certain new forward and aft centerbody part numbers (P/Ns) to the list requiring replacement. This AD was prompted by the discovery of more LFCEN forward and aft centerbody P/Ns that require replacement. We are issuing this AD to prevent the forward and aft centerbody of the LFCEN assembly from separating from the engine, causing damage to the engine, and damage to the airplane.
70-04-03: 70-04-03\tBOEING: Amdt. 39-941 as amended by Amendment 39-1020. Applies to Model 737 series airplanes. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent possible damage to airplane structure, systems and components due to failure of the APU bleed air duct or failure of the APU fire extinguisher bottle to discharge safely, or from exposure to an overheat condition following ground operation of the pneumatic system with bleed air from the APU or external ground service, accomplish the following: \n\n\t(a)\tWithin 25 hours time in service after the effective date of this directive, \n\n\t\t(1)\tInstall a placard in full view of the pilot to read: "Discharge APU fire extinguisher bottle whenever left bleed air overheat light illuminates", or "Discharge APU fire extinguisher bottle whenever left bleed air wing-body overheat light illuminates." \n\n\t\t(2)\tInstall a placard in the cockpit in full view of the pilot and install an external placard adjacent to thepneumatic ground service connection to read: "Monitor cockpit bleed air overheat system during all operations of the pneumatic system", or "Monitor cockpit bleed air wing-body overheat system during all operations of the pneumatic system." \n\n\t(b)\tIn lieu of the placard installations required by para. (a)(2), the cockpit bleed air wing- body overheat system and master caution light must be checked prior to further flight for an overheat condition following ground operation of the pneumatic system with bleed air from the APU or external pneumatic ground service. If an overheat condition exists, the source of the overheat condition must be established. Inspect the airplane structure, systems and components for overheat damage and repair if necessary. \n\n\t(c)\tWithin 50 hours time in service after the effective date of this AD, unless already accomplished within the last 500 hours time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 500 hours time in service, inspect the APU bleed air duct, part number 69/37931-3, -4, or -6 for cracks and replace cracked ducts in accordance with Boeing Alert Service Bulletin 36/1003 dated 17 January 1970 or later FAA approved revision, or method approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(d)\tIn lieu of the placards and procedures required in paragraphs (a) and (b), remove APU fire extinguisher container, Part Number 806000-21 and install Part Number 806000-31 container in accordance with Boeing Service Bulletin 26-1011, dated June 9, 1970, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\tNOTE: Do not insert operational procedure specified in revision 1, dated 19 January 1970, to step E of Boeing S.B. 36/1003." \n\n\tAmendment 39-941 effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated 31 January 1970. \n\n\tThis Amendment (39-1020) becomes effective July 9, 1970.
71-11-03: 71-11-03 FAIRCHILD-HILLER: Amdt. 39-1209. Applies to Fairchild Hiller FH 1100 and Model 1100 type helicopters certificated in all categories with short stabilizers, P/N 24 62001, or extended Stabilizers, P/N 24 62001 31. 1. A. Before the next flight, install the following placard in the cockpit in full view of the pilot. "VNE NOT TO EXCEED 80 MPH IAS" B. Remove placard "VNE NOT TO EXCEED 80 MPH IAS" on helicopters with stabilizers modified in accordance with 2 below. 2. Within the next 100 hours' time in service after receipt of this message, unless already accomplished, modify stabilizers, P/N 24 62001 and P/N 24 62001 31, in accordance with Section Two of Fairchild Hiller Service Bulletin FH 1100 62 6 dated 18 March 1971 or later approved revision or an equivalent modification approved by Chief, Engineering and Manufacturing Branch, Eastern Region. This amendment is effective May 19, 1971 and was effective for all recipients of the airmail letter of March 9, 1971 and amending airmail letter of March 25, 1971 upon receipt.
2011-03-06: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. This AD requires replacing the aluminum tail rotor (T/R) blade pitch control shaft with a steel T/R blade pitch control shaft. This AD is prompted by an incident involving a Eurocopter Model AS-365N2 helicopter on which there was a loss of control of the T/R due to a broken shaft. The actions specified by this AD are intended to prevent failure of the T/R blade pitch control shaft, loss of T/R control, and subsequent loss of control of the helicopter.
75-04-10: 75-04-10 LOCKHEED: Amendment 39-2090. Applies to L-1011-385-1 airplanes certificated in all categories. Compliance required within 10 calendar days after the effective date of this AD, unless already accomplished. To prevent heater blanket overheat conditions and possible fires caused by a malfunctioning cargo sump drain heater, Electrofilm P/N 111202-101 (LAC Control No. 672726- 101), accomplish (a) or (b) below: (a) Disconnect the C-1, C-2, and C-3 cargo compartment drain heaters per Lockheed Alert Service Bulletin 093-30-A032, dated January 23, 1975, or later FAA-approved revisions, or; (b) Equivalent deactivation modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) An airplane may be flown to a base for the performance of the work required by this AD per FAR's 21.197 and 21.199. (d) The C-1, C-2 and C-3 cargo compartment drain heaters may be reactivated in accordance with modifications or instructions approved by theChief, Aircraft Engineering Division, FAA Western Region. The approved data must reference this AD, and the FAA-approval date. This amendment becomes effective February 19, 1975.
2011-05-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitively inspecting the elevator control tabs for discrepancies and, if any discrepancies are found, taking necessary corrective actions to bring all discrepancies within acceptable tolerances. This AD also requires reporting certain inspection results to the FAA. This AD was prompted by an evaluation of revisions to the manufacturer's maintenance manual that adds new repetitive inspections of the elevator control tabs. To require compliance with these inspections for U.S. owners and operators we are mandating the inspections through the rulemaking process. We are issuing this AD to add new repetitive inspections of the elevator control tabs. If these inspections are not done, excessive free-play in the elevator control tabs could develop. This condition could lead to loss of tab control linkage and severe elevator flutter. Such elevator flutter could lead to possible loss ofcontrol.
75-09-06: 75-09-06 CESSNA: Amendment 39-2176. Applies to A185 series (Serial Numbers 18502008 through 18502650) airplanes and A188 series (Serial Numbers 18800833 through 18801374). Compliance: Required as indicated, unless already accomplished. To preclude the collapse of the existing flexible engine induction air duct, within the next 50 hours' time in service after the effective date of this AD, accomplish the following: Replace the flexible engine induction air duct with a new flexible engine induction air duct (P/N 1650044-1); duct adapter (P/N 1652021-10); and drain line (P/N 0700147-82)(A185 only), in accordance with Cessna Service Letter SE75-5, dated February 7, 1975, or later approved revisions, or any alternate means of compliance approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective May 5, 1975.
2011-04-04: We are superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life-limited parts at each piece-part opportunity. This new AD modifies the TLS of the manufacturer's engine manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. This AD was prompted by PW developing, and the FAA approving, improved inspection procedures for the critical life-limited parts. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
75-20-05: 75-20-05 BOEING: Amendment 39-2371 as amended by Amendment 39-2426 is further amended by Amendment 39-2446. Applies to all Boeing Model 747 series airplanes certificated in all categories. Compliance required as indicated unless already accomplished. \n\tTo prevent fore flap separations, accomplish the following:\n \tA.\tWithin the next 100 flights after the effective date of this AD, unless accomplished within the last 200 flights, and at intervals thereafter not to exceed 350 flights: \n\t\t1.\tInspect all fore flap track, airload rollers for freedom of movement, and inspect upper and lower surfaces of the tracks and rollers for evidence of sliding. Inspect and lubricate rollers in accordance with procedures described in Boeing Service Bulletin 747-57-2107 dated November 3, 1972, or later FAA approved revisions, or the Boeing 747 Maintenance Manual. Replace any seized rollers before further flight unless, upon inspection: \n\t\t\t(a)\tThe fittings attaching the fore flap to the sequencecarriage are found free of cracks. \n\t\t\t(b)\tThe exposed surfaces of the fore flap tracks are found free of galling. \n\t\t\t(c)\tThe flap is found free of any evidence of binding or racking. \n\tIf (a) - (c) are accomplished the airplane may continue in service for a maximum of 10 flights before the seized rollers are replaced, provided the fore flap tracks are lubricated prior to each flight. \n\t\t2.\tInspect the attach (sequence) fittings of the inboard trailing edge fore flap (P/N 65B39025-1 and -2 opposite, or 65B39025-3 or 65B02015-1 and -2 opposite inboard fitting) for cracks in accordance with Boeing Service Bulletins 747-57-2119, Revision 2, dated June 20, 1975, and 747-57- 2088, Revision 2, dated June 30, 1975, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Replace any cracked fittings before further flight if any crack exceeds the limits listed in Boeing Service Bulletin Nos. 747-57-2088 or 747-57-2119. \n\t\t3.\tInspect the outboard fore flap inboard carriage frame for cracks in accordance with Boeing Service Bulletin 747-57-2126, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Parts found cracked which are within the limits of Figure 1, Part III of Boeing Service Bulletin 747-57-2126, may be repaired in accordance therewith and reinspected at intervals not to exceed 40 landings. If cracks exceed the limits given in Boeing Service Bulletin 747-57-2126, replace the fitting before further flight. \n\tB.\tUnless already accomplished, with the next 350 flights after the effective date of this AD: \n\tRemove the existing steel bolts attaching the fore flap carriage stop to the flap tracks on the outboard flaps and install new bolts with sealant in accordance with Boeing Service Bulletin 747-57- 2128, Revision 1, dated April 25, 1975, or later FAA approved revisions. \n\tC.\t1.\tReplace the three forward inboard fore flap airload rollers with new or overhauled rollers on or before December 31, 1976. The replacement rollers are to be lubricated with MIL-G-23827 grease, or an equivalent grease approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, which does not contain molybdenum disulfide (MoS2) as an additive. Airplanes delivered with the redesigned rollers which have been lubricated at an interval not greater than that allowed by this AD, need not have these bearings replaced. \n\t\t2.\tReplace all inboard trailing edge fore flap attach fittings on or before December 31, 1976, in accordance with Boeing Service Bulletin No. 747-57-2119, Revision 2, and Boeing Service Bulletin No. 747-57-2088, Revision 2, or later FAA approved revisions, or replace fittings in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator, if the request contains substantiating data to justify the adjustment period. Fleet average flight time may be used to calculate the number of flights. \n\tE.\tUnless already accomplished, on or before the next airload roller scheduled inspection, cut inspection holes in the mid flaps in accordance with Boeing Service Bulletin No. 747-57-2138. \n\tF.\tReplacement of the remaining inboard fore flap airload rollers and all outboard fore flap airload rollers with new or overhauled rollers lubricated with MIL-G-23827 or equivalent constitutes terminating action for the inspections required by paragraph A1. Replacement of both the inboard and outboard fore flap attach fittings constitutes terminating action for the inspections required by paragraphs A2 and A3. \n\tThe 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). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2371 became effective October 24, 1975. \n\tAmendment 39-2426 becomes effective December 12, 1975.\n\tThis amendment 39-2446 becomes effective December 12, 1975.
65-28-05: 65-28-05 MORRISEY: Amdt. 39-171 Part 39 Federal Register December 21, 1965. Applies to Models 2150 and 2150A Airplanes. \n\n\tCompliance required as indicated, unless already accomplished.\n\n\tTo detect cracking in the weldments of strut assemblies, P/N's MO-11000 and MO-11002, for both the right and left oleos of the main landing gear where the scissor assemblies are attached, accomplish the following: \n\n\t(a)\tWithin 25 hours' time in service after the effeactive date of this AD and at intervals not to exceed 25 hours' time in service from the last inspection, visually inspect for cracks the upper and lower scissors attachment fittings of the main landing gear until accomplishment of (c). \n\n\t(b)\tIf cracks are found, reinforce in accordance with (c) before further flight.\n \n\t(c)\tReinforce upper and lower scissors attachment fittings by the addition of 4130 steel plates at three locations described in Figure 1 or accomplish an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective December 21, 1965.
76-05-10: 76-05-10 GENERAL ELECTRIC: Amendment 39-2549. Applies to Models CF6-6D, CF6-6D1; CF6-50A, CF6-50C, CF6-50D, CF6-50E, CF6-50E1 and CF6-50H Turbofan Engines. Compliance required as indicated. To insure that the continuing airworthiness of the engine is not compromised, accomplish the following: (a) Within 30 days after the effective date of this Airworthiness Directive, unless already accomplished, inspect high pressure compressor splitlines for missing bolts or nuts. This applies to left hand and right hand horizontal splitlines of forward and aft case and to the forward case front circumferential flange. (b) For any position where either nut or nut and bolt are missing, install new nut and bolt. Replace the nut and bolt on each side of this position. Use FAA approved nuts and bolts, and torque in accordance with standard procedures. (c) Report in writing any instances of missing bolt or nut and the time on the engine to Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region as soon as possible. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174). General Electric All Operator Wire #76-12 dated February 24, 1976 also covers this subject. This amendment becomes effective March 24, 1976.
2011-02-08: 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 aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracks were reported on the rear horizontal stabilizer bracket of two L 23 SUPER-BLANIK sailplanes. This condition, if not corrected, could result in no longer retaining the horizontal stabilizer in place and consequent loss of control of the aeroplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-31-02: 67-31-02 BRITISH AIRCRAFT: Amdt. 39-512, Part 39, Federal Register November 18, 1967. Applies to Model BAC 1-11 203/AE, 204/AF and 212/AR Airplanes. Compliance required within the next 3,000 hours' time in service after the effective date of this AD, unless already accomplished. To avoid the possibility of a fuel leak within the pressurized area, relocate the left and right fuel line couplings from Station 630 to a point 3 inches forward, in accordance with British Aircraft Corporation BAC 1-11 Service Bulletin No. 28-PM 2914, dated May 12, 1967, or later ARB-approved issue, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. This amendment effective December 18, 1967.
2011-01-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for cracking of the fuselage skin of the crown skin panel along the chem- milled step at stringers S-4 left and S-4 right, from stations (STA) 297 through 439, and repair if necessary. This AD also includes terminating action for the repetitive inspections of the repaired areas only. This AD was prompted by reports of cracking in the fuselage skin of the crown skin panel. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin of the crown skin panel, which could result in pressure venting and consequent rapid decompression of the airplane.
69-16-07: 69-16-07 MCDONNELL DOUGLAS: Amdt. 39-850. Applies to Models DC-8-62, DC-8-62F, DC-8-63, and DC-8-63F airplanes with serial numbers 45823, 45895, 45896, 45899, 45901, 45903 through 45906, 45909 through 45911, 45917 through 45931, 45936, 45951, 45953 through 45956, 45960, 45961, 45966 through 45969, 45984, 45986 through 45991, 45999 through 46008, 46013, 46019 through 46024, 46026 through 46028, 46033 through 46036, 46041 through 46047, 46050 through 46054, 46058, 46059, 46063, 46076, 46082, 46087, 46088. \n\n\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent unlocking and loss of the engine pod accessory doors in the event of a fatigue failure of the engine pod access door forward or center latch eyebolt, Hartwell P/N 105666-1, accomplish the following: \n\n\t(a)\tInspect eyebolt, Hartwell P/N 105666-1, in engine pod access door forward and center eyebolt latch assembly, Douglas P/N 3757548-1, for cracks by means of a dye penetrant or magnetic particle inspection process. Replace any eyebolts found cracked with uncracked eyebolts of the same part number before further flight. \n\n\t(b)\tModify the forward and center engine accessory door eyebolt latch assemblies, Douglas P/N 3757548-1, in accordance with McDonnell Douglas Service Bulletin No. 71-51, dated May 7, 1969, or later FAA approved revisions, or by an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tEffective August 14, 1969. \n\n\tRevised October 2, 1969.
74-26-05: 74-26-05 PRATT & WHITNEY AIRCRAFT and UNITED AIRCRAFT OF CANADA, LIMITED: Amendment 39-2046. Applies to all Pratt & Whitney Aircraft and United Aircraft of Canada Limited JT15D-1 and JT15D-4 turbofan engines containing fuel control P/Ns 3022332 and 3023349. Compliance required within the next 25 hours time in service after the effective date of this AD unless already accomplished. To prevent fuel leaks, inspect fuel control units for possible interference between the fuel outlet housing and the fuel control main body by placing a .003 inch feeler gage between the mating faces of the fuel outlet housing (P/N 3240082) and the fuel control main body (P/N 3240451). If the feeler gage can be inserted between the mating faces, replace fuel control with dimensionally correct fuel control prior to next flight. United Aircraft of Canada Limited's Special Instruction No. 3-74, dated September 20, 1974, pertains to this subject. This amendment becomes effective January 2,1975.
85-18-06: 85-18-06 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5541. Applies to all Bell Helicopter Model 214B/B1 and 214ST series helicopters certificated in all categories. Compliance is required within the next 10 hours' time in service, unless previously accomplished, and thereafter at 250 hour intervals. To prevent failure of the main rotor drag brace accomplish the following: (a) Inspect main rotor drag brace assembly, Part Number (P/N) 214-010-113-001 or 003, in accordance with Bell Helicopter Textron, Inc. (BHTI), Alert Service Bulletin 214-85-28, dated September 3, 1985, or 214ST-85-29, dated September 3, 1985, as applicable. (b) If cracks are found, or if corrosion is found which cannot be removed within the limits of the rework criteria in the Alert Service Bulletins, replace with serviceable parts. (c) An alternative means of compliance or adjustment of the compliance time, which provides an equivalent level of safety, must be approved by the Manager, Helicopter Certification Branch, Aircraft Certification Division, FAA, Southwest Region. This procedure shall be done in accordance with BHTI Alert Service Bulletin 214-85-28, dated September 3, 1985, or 214ST-85-29, dated September 3, 1985, as applicable. 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 Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101. Copies may be inspected at the Office of Regional Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment becomes effective April 20, 1987, as to all persons except those persons to whom it was made immediately effective by priority letter AD No. 85-18-06, issued September 11, 1985, which contained this amendment.
86-24-10: 86-24-10 BRITISH AEROSPACE, PLC, Aircraft Group, Civil Division-Prestwick: Amendment 39-5480. Applies to Jetstream Model 3101 (including 3100) (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent engine flameout when in or departing an icing environment, accomplish the following: (a) Revise the airplane Pilot's Operating Handbook and Airplane Flight Manual (POH/AFM) by inserting Appendix 1 of this AD in the "LIMITATIONS" section of the POH/AFM. Appendix 1 procedures supersede any other POH/AFM procedures which may be contradictory. (b) The requirements of paragraph (a) of this AD are no longer required when the airplane is modified by the addition of an FAA approved automatic-relite ignition system. NOTE: Automatic-relite ignition is a system which automatically energizes engine ignition without pilot action when engine RPM or torque decays below a specified level, and deenergizes engine ignition when RPM or torque exceeds the specified level. It is not synonymous with CONTINUOUS IGNITION. (c) The requirements of paragraph (a) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by contacting the Manager, Brussels Certification Office, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30, extension 2710/2711. All persons affected by this AD may obtain copies of the document referred to herein upon request to GTEC, Post Office Box 5217, Phoenix, Arizona 85010; or British Aerospace, Engineering Department, Post Office Box 17414, Dulles International Airport, Washington, D.C. 20041; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 15, 1986. APPENDIX 1 Supplement to the POH/AFM BAe Model 3101 Airplanes "The ENGINE ICE PROTECTION switch shall be selected to ANTI-ICE/IGN during all operations in actual or potential icing conditions described herein: (1) During takeoff and climb out in actual or potential icing conditions. *(2) When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s). (3) Immediately, any time engine flameout occurs as a possible result of ice ingestion. (4) During approach and landing while in or shortly following flight in actual or potential icing conditions. *NOTE: If icing conditions are entered in flight without the engine anti-icing system having been selected, switch one ENGINE system to ANTI-ICE/IGN position. If the engine runs satisfactorily, switch the second ENGINE system to the ANTI-ICE/IGN position and check that the second engine continues to run satisfactorily. CAUTION Flight in actual or potential icing conditions will be limited by duty cycle of the ignition system. Ignition system time limits must be observed to prevent exceeding duty cycle times. Operator should verify these limits for his particular installation. "Potential icing conditions in precipitation or visible meteorological conditions: (1) Begin when the OAT is plus 5 degrees C (plus 41 degrees F) or colder, or (2) End when the OAT is plus 10 degrees C (plus 50 degrees F) or warmer." The procedures and conditions described in this appendix supersede any other POH/AFM procedures and conditions which may be contradictory.
2010-17-18 R1: We are revising an existing airworthiness directive (AD) for Air Tractor, Inc. (Air Tractor) Models AT-802 and AT-802A airplanes. That AD currently requires you to repetitively inspect (using the eddy current method) the two outboard fastener holes in both of the wing main spar lower caps at the center splice joint for cracks and repair or replace any cracked spar, and changes the safe life for certain serial (SN) ranges. This AD retains the actions of AD 2010-17-18 and reduces the applicability from all serial numbers beginning with SN- 0001 as required by the previous AD to SN-0001 through SN-0269. This AD was prompted by our evaluation of a comment from David Ligon, Air Tractor, and our determination that we should reduce the applicability from that already required by the previous AD. We are issuing this AD to detect and correct cracks in the wing main spar lower cap at the center splice joint, which could result in failure of the spar cap and lead to wing separation and loss of control of the airplane.
86-10-05: 86-10-05 PRATT & WHITNEY CANADA: Amendment 39-5266. Applies to Pratt & Whitney Canada (PWC) PT6A-42 turboprop engines. Compliance is required as indicated unless already accomplished. To prevent first stage compressor hub failure, and possible engine failure, accomplish the following: Remove from service Part Number (P/N) 3030356 first stage compressor hub on PWC Engine Model PT6A-42 with engine Serial Numbers 93001 thru 93804 inclusive at or before 5,000 total cycles in accordance with PWC Service Bulletin (SB) 3002, Revision 12, dated November 9, 1983, or FAA approved equivalent. NOTE: The 15,000 hour life limit remains unaffected by this airworthiness directive (AD). 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. PWC SB 3002, Revision 12, dated November 9, 1983, 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 this document from the manufacturer may obtain copies upon request to Pratt & Whitney Canada, Longueuil, Quebec, Canada, J4K-4X9. This document also may be examined at the Office of the Regional Counsel, Rules Docket 85-ANE-29, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on June 5, 1986.
2010-26-05: 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: \n\n\tDuring maintenance on one aircraft, it was discovered that the overpressure capsules were broken on both pressurization valves. Failure of the pressurization control regulating valve (overpressure capsule) will affect the aircraft's overpressure protection * * *. \n\n* * * * *\n\n\tThe unsafe condition is overpressurization, which can result in injury to the occupants and possible structural failure leading to loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
84-15-06: 84-15-06 McDONNELL DOUGLAS: Amendment 39-4896. Applies to McDonnell Douglas DC-10 and KC-10A (military) airplanes, certificated in all categories. Compliance required within 30 days after the effective date of this AD unless previously accomplished. \n\n\tTo determine wire harness condition and ensure proper wire routing, accomplish the following: \n\n\tA.\tInspect both the left-hand and right-hand wiring bundles beneath the cockpit glareshield for chafing and proper routing in accordance with Douglas All Operators Letter 10-1759, dated May 30, 1984, and Service Sketch 3597. \n\n\tB.\tRepair all chafed wires by replacement or use of methods outlined in the Douglas DC-10 Maintenance Manual. \n\n\tC.\tVerify proper routing of both the left-hand and right-hand wire bundles beneath the cockpit glareshield over the fluorescent light shroud in accordance with Douglas All Operators Letter 10-1759, dated May 30, 1984, and Service Sketch 3597. \n\n\tD.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\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 these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective August 20, 1984.