Results
2014-13-17: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by reports of failures of the right inner tank fuel pump. This AD requires repetitive functional tests of the circuit breakers for the fuel pump power supply, and replacement of certain circuit breakers. We are issuing this AD to detect and correct failure of the circuit breakers for the fuel pump power supply, which could result in a fuel pump overheating, leading to a fuel tank explosion.
99-25-13 C1: This document corrects two typographical errors that appeared in airworthiness directive (AD) 99-25-13 that applies to all Boeing Model 777-200 and -300 series airplanes. That AD currently requires revising the Limitations Section of the Airplane Flight Manual to prohibit the dispatch of certain airplanes under certain conditions. That AD also requires repetitive inspections to ensure correct operation of the backup generators; and, for certain airplanes, a one-time inspection to detect damage of the engine external gearbox; and corrective actions, if necessary. This document corrects incorrect paragraph references. This correction is necessary to ensure that operators accomplish the appropriate requirements of the AD.
99-26-06: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney JT8D-200 series turbofan engines, that requires initial and repetitive fluorescent magnetic particle inspections or fluorescent penetrant inspections of the combustion chamber outer case (CCOC) for cracks, and, if necessary, replacement with serviceable parts. Also, this AD requires a one-time boss material verification, and, if necessary, replacement with serviceable parts. Finally, this AD requires replacement of CCOCs with welded-on bosses with improved, one-piece CCOCs. Installation of the one-piece CCOC constitutes terminating action to the inspection requirements of this AD. This amendment is prompted by a report of an uncontained engine failure caused by fatigue cracks originating at the weld joining the drain boss to the CCOC. The actions specified by this AD are intended to prevent CCOC cracks, which could result in an uncontained engine failure and damage to the airplane.
92-16-14: 92-16-14 BEECH: Amendment 39-8323. Docket No. 92-NM-95-AD. Applicability: Model 400A series airplanes having serial numbers RK-1 through RK-28, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fire and potential explosion of the fuselage fuel tanks, accomplish the following: (a) Within 14 days after the effective date of this AD, conduct a one-time visual inspection of the flame arrestor filter, Beech part number 45A48235-3, to determine whether it is manufactured of aluminum honeycomb (silver-colored) or phenolic honeycomb (brown-colored) material, in accordance with Beech Service Bulletin 2445, dated June 1992. (1) If the filter is made of aluminum honeycomb material, no further action is required. (2) If the filter is made of phenolic honeycomb material, prior to further flight, replace the currently installed flame arrestor filter with one having Beech part number 45A48235-5, or with Beech part number 45A48235-3 that has been confirmed to be made of aluminum. (b) As of the effective date of this AD, no flame arrestor filter, Beech P/N 45A48235-3, constructed of phenolic honeycomb material shall be installed on any airplane. (c) 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, Wichita Aircraft Certification Office (ACO), FAA, Small 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, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspection shall be done in accordance with Beech Service Bulletin 2445, dated June 1992. (NOTE: The issue date of this Beech Service Bulletin 2445 is indicated only on page 1 of 4; no other page is dated.) 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 Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. (f) This amendment becomes effective on September 1, 1992.
90-21-18: 90-21-18 GULFSTREAM: Amendment 39-6762. Docket No. 90-NM-87-AD. Applicability: Model G-IV series airplanes, Serial Numbers 1000 through 1130, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent in-flight failure of avionics equipment due to water intrusion, accomplish the following: A. Within 25 hours time-in-service or within 30 days after the effective date of this AD, whichever occurs later, install additional sealant on the upper portion of the radome and fuselage mating structure, and inspect the integrity of the rubber radome seal and aerodynamic seal, in accordance with Gulfstream Aerospace Aircraft Service Change (ASC) 183, dated March 15, 1990. 1. If defects are found in the rubber radome seal, replace prior to further flight, in accordance with ASC 183. 2. If defects are found in the aerodynamic seal, repair prior to further flight, in accordance with ASC 183. B. 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, Atlanta Aircraft Certification Office (ACO), ACE-115A, FAA, Central Region. NOTE: The request should be submitted directly to the Manager, Atlanta ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Atlanta ACO. C. 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 Gulfstream Aerospace Corporation, P.O. Box 2206, M/S D-10, Savannah, Georgia 31402-9980. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton,Washington, or at the FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6762, AD 90-21-18) becomes effective on November 14, 1990.
2014-14-03: We are superseding Airworthiness Directive (AD) 2014-07-01, for certain The Boeing Company Model 747 airplanes. AD 2014-07-01 required repetitive inspections for cracking in certain bulkhead structure; inspections of certain fasteners and support frame modifications on certain airplanes; related investigative and corrective actions, if necessary; and an interim modification that would terminate certain repetitive inspections. This AD clarifies certain paragraph references and revises a compliance time. This AD was prompted by a determination that certain paragraph references are in error. We are issuing this AD to detect and correct fatigue cracking of the BS 2598 bulkhead structure, which could adversely affect the structural integrity of the bulkhead and the horizontal stabilizer support structure, and result in loss of controllability of the airplane.
99-26-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and 767 series airplanes, that requires replacement of the existing deactivation pin, pin bushing, and insert flange on each thrust reverser half, with new, improved components. This amendment is prompted by reports of partial deployment of deactivated thrust reversers during landing. The actions specified by this AD are intended to prevent failure of the thrust reverser deactivation pins, which could result in deployment of the thrust reverser in flight and consequent reduced controllability of the airplane.
82-03-08: 82-03-08 AIRBUS INDUSTRIE: Amendment 39-4307. Applies to Model A300 series airplanes, certificated in all categories, with main landing gear hinge arms, P/N C65-381-2, which have accumulated more than 2,500 takeoff/landing cycles and which have not been modified in accordance with Airbus Industrie Service Bulletin No. A300-32-118, dated August 21, 1979. Compliance required as indicated, unless already accomplished. To prevent failure of the main landing gear hinge arms, accomplish the following: (a) Within the next 8 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 12 hours time in service from the last inspection, but at least once each operating day, visually inspect the main landing gear hinge arms, P/N C65-381-2, for cracks in accordance with Airbus Industrie All Operators Telex AOT 32/80/105/SC1/0644/EM/AK/ME, dated March 21, 1980, and AOT 32/80/107/SC1/0795/EM/AK/ME, dated April 8, 1980, or FAA approved equivalents. Report defects found to the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) NOTES: 1. Compliance times specified in Airbus Industrie All Operators Telex AOT 32/80/105/SC1/0644/EM/AK/ME, dated March 21, 1980, and AOT 32/80/107/SC1/0795/EM/AK/ME, dated April 8, 1980, are not applicable to this AD. 2. Pay particular attention to - (a) the inner edge of the hinge arm fork and the inner upper and lower edge between the LH and RH attachment lugs. (b) the hinge arm between the fork webs and cylindrical lugs or MLG actuator attachments. (c) the surrounding area of the cylindrical attachment lugs. (b) If the inspection required by paragraph (a) of this AD reveals cracks in a hinge arm, prior to further flight, replace the affected hinge arm with a serviceable hinge arm, P/N C65- 381-2 or P/N C65-381-4, in accordance with Airbus Industrie Service Bulletin No. A300-32-118. Repetitive inspections may be discontinued upon installation of P/N C65-381-4 hinge arms. (c) Prior to February 15, 1982, unless already accomplished, perform the visual and ultrasonic inspections, rework, and modification specified in Airbus Industrie Service Bulletin No. A300-32-287, dated May 19, 1980, or an FAA-approved equivalent. Repetitive inspections are required as follows: (1) If the depth of the corrosion pitting on the hinge arm does not exceed 0.008 inches, within sixty (60) days from accomplishment of the inspection required by Airbus Industrie Service Bulletin No. A300-32-287, dated May 19, 1980, or an FAA-approved equivalent, and thereafter at intervals not to exceed 120 days, ultrasonically inspect the hinge arm in accordance with Airbus Industrie Service Bulletin No. A300-32-288, dated May 19, 1980, or an FAA-approved equivalent. (2) If the depth of the corrosion pitting onthe hinge arm exceeds 0.008 inches, within thirty (30) days from accomplishment of the inspection required by Airbus Industrie Service Bulletin No. A300-32-287, dated May 19, 1980, or an FAA-approved equivalent, and thereafter at intervals not to exceed thirty (30) days, ultrasonically inspect the hinge arms in accordance with Airbus Industrie Service Bulletin No. A300-32-288, dated May 19, 1980, or an FAA-approved equivalent. (d) Cracked hinge arms must be replaced prior to further flight. (e) Accomplishment of paragraph (c) of this AD terminates the visual inspection requirements of paragraph (a). (f) Airplanes may be ferried in accordance with FAR Sections 21.197 and 21.199 to a place where the inspections and or repairs can be made in order to comply with this AD. (g) Upon request of an operator and submission of substantiating data, the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium,may upon recommendation of the cognizant FAA aviation safety inspector, adjust the inspection intervals. (h) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. All persons affected by this directive who have not already received the referenced documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, B.P. 33, 31700 Blagnac, France. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, D.C. 20591. This amendment amends telegraphic AD T80EU16, as amended by telegraphic AD T80EU16A. This amendment becomes effective February 15, 1982.
99-26-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-7 series airplanes, that requires a one-time visual inspection to detect corrosion on the upper half of the lower longerons on the inboard nacelles; and corrective actions, if necessary. This AD also requires modification of the upper and lower longeron halves. 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 detect and correct corrosion in the upper halves of the left and right hand lower longerons on the inboard nacelles, which could result in a landing gear failure.
80-13-07: 80-13-07 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3806. Applies to Models N22B (Serial Nos. N22B-5 and up) and N24A (Serial Nos. N24A-42 and up). Compliance required as indicated. To prevent possible control obstruction when aileron is applied at the extreme aft stick position, accomplish the following: (a) Before the first flight of each day, until inspected per paragraph (b) of this AD, check the longitudinal and lateral controls for freedom of movement in the aft stick position by application of full left and right aileron. This check may be performed by the pilot-in-command and shall be recorded in the appropriate aircraft records in accordance with FAR 91.173. If interference is detected, accomplish paragraph (b) before further flight except that the aircraft may be flown in accordance with FAR 21.197 and FAR 21.199 to a base where the repair can be performed. (b) Within the next 25 hours time in service after the effective date of this AD, unless already accomplished, inspect the gimbal support structure tie rod attachment plates and take corrective action as necessary to ensure that a minimum clearance of 0.125 inches exists between the end of the control wheel attachment bolt and the attachment plates in accordance with Part B of GAF Alert Service Bulletin ANMD-27-14 dated December 3, 1979, or an FAA approved equivalent. (c) The equivalent means of compliance specified in this AD must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. NOTE: All persons affected by this directive who have not already received the applicable service bulletin from the manufacturer, may obtain copies upon request to the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne, 3207 Vic., Australia. This document may be examined at the FAA, Engineering and Manufacturing District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, or Rules Docket, Room916, FAA, 800 Independence Ave., S.W., Washington, D.C. 20591. This amendment becomes effective July 6, 1980.
2001-23-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive detailed visual inspections to find discrepancies of the installation of the midspar fuse pins of the inboard and outboard struts, and follow-on actions, if necessary. That AD also provides for an optional terminating modification for the repetitive inspections. This amendment continues to require repetitive detailed visual inspections to find discrepancies of the installation of the midspar fuse pins of the inboard and outboard struts, and follow-on actions, if necessary. This amendment mandates accomplishment of the previously optional terminating modification. The actions specified by this AD are intended to find and fix discrepancies of the installation of the midspar fuse pins, which could result in loss of the secondary retention capability of the fuse pins, migration of the fuse pins, and consequent loss of the strut and engine from the airplane. This action is intended to address the identified unsafe condition.
90-19-04: 90-19-04 BRITISH AEROSPACE: Amendment 39-6721. Docket No. 90-NM-84-AD. Applicability: Model BAe 125-800A series airplanes, Serial Numbers 258001 through 258090, inclusive, certificated in any category. Compliance: Required prior to the accumulation of 6,000 landings since new or within 30 days after the effective date of this AD, whichever occurs later, unless previously accomplished. To prevent fatigue cracks in the windscreen center pillar and subsequent rapid decompression of the airplane, accomplish the following: A. Install reinforcing straps on the bottom aft portion of the upper and lower web sections of the windscreen center pillar assembly in accordance with British Aerospace Service Bulletin 53-65-3168A, Revision 1, dated March 9, 1989. B. 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, TransportAirplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6721, AD 90-19-04) becomes effective October 16, 1990.
95-14-08: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 airplanes, that requires repetitive inspections to detect discrepancies of certain fittings and the actuator beam structure of the nose landing gear, and replacement of discrepant parts. This amendment is prompted by reports of fatigue cracking of the undercarriage bracing of the nose wheel. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in the failure of the structure and fittings, and subsequent collapse of the nose landing gear.
2014-13-06: We are adopting a new airworthiness directive (AD) for certain Learjet Inc. Model 45 airplanes. This AD was prompted by a report of two cases of premature corrosion found on the structural support flange for the engine thrust reverser. This AD requires inspecting for any corrosion, and damage to the sealant; installing sealants and gaskets; and related investigative and corrective actions as necessary. We are issuing this AD to prevent failure of the thrust reverser structural support, which could result in departure of the thrust reverser from the engine that could subsequently result in damage to the adjacent support structure and engine controls, airframe structure, and control surfaces. Departing thrust reversers could also result in injury to persons on the ground.
2014-13-16: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by the finding of an uncertified main landing gear (MLG) inboard retraction actuator bracket pin installed on an in- service airplane. This AD requires inspection of the MLG inboard retraction actuator bracket for a part number, and replacement if necessary. We are issuing this AD to detect and correct uncertified pins in the MLG inboard retraction actuator bracket, which could result in pin failure, leading to an MLG extension without damping, and a potential for MLG structural damage and possible collapse during landing.
2014-11-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. This AD was prompted by reports of severe corrosion on bonding jumpers installed on the flight control surfaces. This AD requires repetitive bonding jumper inspections for corrosion, sealant disbond, and insufficient sealant coverage; and corrective actions if necessary. This AD also specifies an optional inspection for corrosion damage of the bonding brackets, and corrective actions if necessary, which would terminate the repetitive inspections. For certain airplanes, this AD requires installing certain bonding jumpers, and replacing single-tabbed brackets with two-tabbed brackets. We are issuing this AD to detect and correct corrosion on bonding jumpers installed on the flight control surfaces, which, in the event of a lightning strike, could damage the actuator control electronics (ACEs) and result in the loss of the ability to commandindividual flight control surfaces or cause uncommanded motion of individual flight control surfaces.
99-26-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to ensure the proper condition of the engine thrust link components, and follow-on corrective action, if necessary; and replacement of the end cap assembly with an improved assembly. Such replacement, when accomplished, terminates the repetitive inspections. This amendment is prompted by a report of fatigue cracking of end cap bolts caused by improper installation. The actions specified by this AD are intended to prevent failure of the end cap assembly, which could lead to separation of the engine from the airplane in the event of a primary thrust linkage failure.
86-09-01 R1: 86-09-01 R1 PRATT & WHITNEY: Amendment 39-5268 as amended by Amendment 39-5928. Applies to Pratt & Whitney (PW) JT9D-3A, -7, -7A, -7AH, -7H, -7F, -7J, -20, -59A, -70A, -7Q, and -7Q3 series turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent low pressure turbine (LPT) case penetration that can result from turbine vane antirotation pin failure, accomplish the following: (a) Radioisotope inspect, and remove from service or reinspect stainless steel (AMS 5735) antirotation pins in LPT cases installed in PW JT9D-3A, -7, -7A, -7AH, -7H, -7F, -7J, and -20 turbofan engines as follows: (1) Radioisotope inspect for broken LPT stages three, four, five, and six turbine vane antirotation pins in accordance with the Accomplishment Instructions contained in PW Service Bulletin (SB) 5735, dated February 20, 1987, within the next 750 hours time in service (TIS) after the effective date of this AD or within 4,000 hours TIS since the last LPT module shop visit, whichever occurs later. (2) Remove from service, prior to further flight, engines with LPT cases found to contain more than 18 pins broken in any stage, or with any number of broken pins which results in a circumferential gap between any two vanes that exceeds 0.500 inch as measured on the film and replace the pins in accordance with paragraph (b) below. (3) Reinspect thereafter and remove from service in accordance with the requirements of Table I in PW SB 5735, dated February 20, 1987. LPT cases found to have no broken pins do not require reinspection prior to pin replacement in accordance with paragraph (b) below. (b) Remove from service the entire set of stainless steel (AMS 5735) antirotation pins in LPT cases installed in PW JT9D-3A, -7, -7A, -7AH, -7H, -7F, -7J, and -20 turbofan engines, and replace with nickel alloy (AMS 5660/5661) pins in accordance with the Accomplishment Instructions contained in PW SB 5292, Revision 3, dated June24, 1985, when removed from service as required by paragraph (a) above; or at the next LPT module shop visit after May 13, 1986; or by December 31, 1989, whichever occurs first. (c) Incorporate additional LPT antirotation pins in the fourth, fifth, and sixth stage stator locations on PW JT9D-59A, -70A, -7Q, and -7Q3 turbofan engines at the next LPT module shop visit after May 13, 1986, or by December 31, 1989, whichever occurs first, in accordance with the Accomplishment Instructions contained in PW SB 5507, Revision 3, dated December 5, 1984. NOTES: (1) Compliance with this AD requires that the entire set of the antirotation pins must be replaced, since it has been determined that partial incorporation of pins in accordance with PW SB 5292, Revision 3, dated June 24, 1985, or earlier revisions of the SB, may not preclude failure of the pins. LPT modules incorporating partial sets of pins in accordance with the requirements of PW SB 5292, Revision 3, dated June 24, 1985, orearlier revisions of the SB are subject to the requirements of this AD. (2) For the purpose of this AD, an LPT module shop visit occurs when the LPT rotor is removed from the case and vane assembly. (3) Incorporation of the requirements of the FAA approved revisions of the PW SB's listed below constitutes an equivalent means of compliance with the respective paragraphs of this AD that reference these SB's: 1. PW SB 5292, Revision 4, dated April 8, 1987, or Revision 5, dated October 26, 1987. 2. PW SB 5735, Revision 1, dated June 12, 1987, or Revision 2, dated March 7, 1988. 3. PW SB 5507, Revision 4, dated June 16, 1987. (d) 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. (e) Upon request, an equivalent means of compliance may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. (f) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance times specified in this AD. PW SB 5735, dated February 20, 1987, identified and described in this document, 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 Pratt & Whitney, Publication Department, P.O. Box 611, Middletown, Connecticut 06457. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 85-ANE-21, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5928, amends Amendment 39-5268, (51 FR 12509; April 11, 1986), AD 86-09-01. This amendment, 39-5928, becomes effective on July 6, 1988.
2014-14-02: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Canada Corp. (P&WC) PW120, PW121, PW121A, PW124B, PW127, PW127E, PW127F, PW127G, and PW127M turboprop engines. This AD requires removal of the O-ring seal from the fuel manifold fitting. This AD was prompted by reports of fuel leaks at the interface between the fuel manifold and the fuel nozzle that resulted in engine fire. We are issuing this AD to prevent in-flight fuel leakage, which could lead to engine fire, damage to the engine, and damage to the airplane.
2014-12-13: We are superseding Airworthiness Directive (AD) 2014-03-06 for all the Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2014-03-06 required repetitive inspections for cracking of the aft support fitting for the main landing gear (MLG) beam, and the rear spar upper chord and rear spar web in the area of rear spar station (RSS) 224.14; and repair if necessary. This AD clarifies two paragraph references. This AD was prompted by a determination that two paragraph references were in error. We are issuing this AD to detect and correct cracking of the aft support fitting for the main landing gear (MLG) beam, and the rear spar upper chord and rear spar web in the area of rear spar station (RSS) 224.14, which could grow and result in a fuel leak and possible fire.
99-26-05: This amendment adopts a new airworthiness directive (AD) that applies to the following airplanes that incorporate certain Facet (manufactured by the Purolator Products Company) induction air filters: - all The New Piper Aircraft, Inc. (Piper) Models PA-25, PA-25-235, PA-25-260, PA-28S-160, PA-28S-180, and PA-32S-300 airplanes; and - Piper Models PA-28-151 and PA-28-161 airplanes that incorporate a certain supplemental type certificate (STC). This AD requires replacing these induction air filters. This AD results from reports of cracking, splitting, crumbling, and deterioration (referred to as damage hereon) of Facet/Purolator induction air filters manufactured between a certain time period. The actions specified by this AD are intended to prevent pieces of a damaged induction air filter from being ingested into the engine, which could result in reduced or loss of engine power. Comments for inclusion in the Rules Docket must be received on or before February 17, 2000.
77-10-05: 77-10-05 BELL: Amendment 39-2893 as amended by Amendment 39-2988. Applies to Bell Model 212 helicopter certificated in all categories. Compliance required as indicated. To detect possible chordwise cracks in the main rotor blade skin from near the inboard end to near the outboard end and to detect eroded scarf joint filler, accomplish the following: (a) Before the first flight of each day, after the effective date of this Airworthiness Directive, accomplish the following: (1) Check the leading edge scarf joints of both main rotor blades for filler erosion. (2) Clean and fill scarf joints having filler eroded to the metal, as specified in item 4 of Bell Helicopter Textron Service Bulletin No. 212-77-2 dated January 28, 1977, or later approved revision. (3) Main rotor blades, P/N 204-012-001-33, and blades, P/N 204-012-001- 23 and -29, having serial numbers listed in Bell Service Bulletin No. 212-77-2 have an internal barrier behind the scarf joint anddo not require the check in paragraph (a)(1) of this AD. Main rotor blades, P/N 204-012-001-23 and -29 that have external cover, P/N 204-015-011-1 or -701, installed in accordance with Bell Helicopter Textron Technical Bulletin No. 212-77-6 dated April 6, 1977, or later approved revision do not require the check in paragraph (a)(1) of this AD. (b) For all Bell Model 212 helicopters having main rotor blades with 400 or more hours' total time in service on or after the effective date of this AD, accomplish either (1) or (2) of the following after the effective date of this AD: (1) For main rotor blades not equipped with Blade Inspection System (BIS) or not equipped with a properly functioning BIS: (i) Inspect the complete top and bottom surfaces of each main rotor blade before the first flight of each day and at intervals not to exceed 4 hours' time in service from the last inspection as specified in Part I, paragraph A, Bell Helicopter Textron Service Bulletin No. 212-75-6, Revision B, dated May 5, 1976, or later approved revisions. (ii) Further flight is prohibited if a crack is found in the blade skin. (2) For main rotor blades equipped with a properly functioning BIS that was factory installed, Blade P/N 212-012-001-33, or that was installed in accordance with the procedures and requirements of Bell Service Instruction No. 212-61, 204-32, or 205-45 dated August 13, 1976, or later approved revision: (i) Check the blade inspection system by pressing the test button on the BIS detector located on the butt end of each blade before the first flight of each day and at intervals not to exceed 4 hours' time in service from the last check. (ii) Further flight is prohibited if a steady light on the BIS detector occurs or if a crack in the blade is confirmed. (iii) The affected main rotor blade may be returned to service after a visual inspection is conducted in which no cracks are found and after a flashing light occurs onthe detector. (A flashing light indicates a closed or satisfactory circuit in the blade inspection system.) (c) The checks in paragraph (a)(1) and (b)(2)(i) of this AD may be performed by the pilot. Note: For the requirements regarding recording of compliance and method of compliance with this AD in the aircraft permanent maintenance record see FAR 91.173. (d) Equivalent means of compliance with this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, may adjust the repetitive inspection intervals specified in paragraph (a) and (b) of this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (f) The manufacturer's service bulletin and instruction 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 to the Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. (g) Within 300 hours' blade time in service, after August 31, 1977, and before using the BIS noted in paragraph (b)(2) of this AD, modify BIS installations on all main rotor blades, P/N 204-012-001-23 and -29, and blades P/N 204-012-001-33, S/N's A2-04012, A2-04037 through A2-04042, A2-04045, A2-04046, A2-04134 through A2-04138, A2-04347, A2-04359, A2-04387, A2-04389, A2-04397, A2-04398, A2-04404 through A2-04411, A2-04455, A2- 04457, AMR-04001 through AMR-04011, AMR-04013 through AMR-04015, AMR-04017 through AMR-04020, AMR-04023, AMR-04026, AMR-04030, and AMR-54001 through AMR- 54011 to comply with Revision 2 of Bell Service Instruction No. 212-61, 204-32, or 205-45, revision of March 28, 1977, or later approved revision. NOTE: Bell Service Bulletin No. 212-77-10 lists these blades and serial numbers. (h) This AD does not apply to Model 212 helicopters equipped with main rotor blades having P/N 212-015-501. Amendment 39-2893 became effective June 12, 1977. This amendment 39-2988 becomes effective August 31, 1977.
92-16-04: 92-16-04 AEROSPATIALE: Amendment 39-8313. Docket No. 92-NM-17-AD. Supersedes AD 89-25-12, Amendment 39-6414. Applicability: Model ATR42 series airplanes, certificated in any category. Compliance: Required prior to the accumulation of 10,000 landings, or within the next 300 landings after January 12, 1990 (the effective date of AD 89-25-12, amendment 39-6414), whichever occurs later, unless accomplished previously. To prevent failure of the structural components of the fuselage and wing, accomplish the following: (a) For airplane Serial Numbers 003 through 151, inclusive: Reinforce fuselage frame 26 in accordance with Aerospatiale Service Bulletin ATR42-53-0042, dated May 3, 1989; or Revision 1, dated April 22, 1991. (b) For airplane Serial Numbers 003 through 032, inclusive; 034; and 035: Reinforce the fuselage secondary frames in accordance with Aerospatiale Service Bulletin ATR42-53-0023, Revision 2, dated May 25, 1989. (c) For airplane Serial Numbers003 through 059, inclusive: Perform a cold expansion of the outer wing lower skin attach fastener holes in accordance with Aerospatiale Service Bulletin ATR42-57-0010, Revision 1, dated May 20, 1989; or Revision 2, dated April 15, 1991. (d) For airplane Serial Numbers 003 through 071, inclusive: Reinforce fuselage frames 24 and 28 in accordance with Aerospatiale Service Bulletin ATR42-53-0004, Revision 4, dated July 25, 1989. (e) For airplane Serial Numbers 003 through 084, inclusive; 086; 087; and 089 through 093, inclusive: Perform a cold expansion of attach holes and reinforce wing/fuselage junction fittings in accordance with Aerospatiale Service Bulletin ATR42-53-0031, Revision 1, dated May 20, 1989; or Revision 2, dated May 31, 1990; or Revision 3, dated February 19, 1991. (f) For airplane Serial Numbers 003 through 119, inclusive: Perform a cold expansion of the wing front and rear spar attach holes in accordance with Aerospatiale Service Bulletin ATR42-57-0021,Revision 1, dated May 20, 1989; or Revision 2, dated September 25, 1990; or Revision 3, dated April 10, 1991; or Revision 4, dated August 28, 1991. (g) For airplane Serial Numbers 003 through 151, inclusive: Replace the wing center box, in accordance with Aerospatiale Service Bulletin ATR42-57-0027, Revision 2, dated July 6, 1989; or Revision 3, dated March 27, 1991; or Revision 4, dated August 23, 1991; or Revision 5, dated October 22, 1991. (h) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from Standardization Branch, ANM-113. (i) 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. (j) The reinforcement, replacement, and the cold expansion shall be done in accordance with the following Aerospatiale service bulletins, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page ATR42-53-0042, May 3, 1989 1-42 Original May 3, 1989 ATR42-53-0042, Revision 1, April 22, 1991 3-40, 42 1-2, 41 Original 1 May 3, 1989 April 22, 1991 ATR42-53-0023, Revision 2, May 25, 1989 3-8, 10-26, 28-50, 52-53, 55-64, 66-78, 81-200, 203 2, 9, 27, 51, 54 1, 65, 79-80, 201-202 Original 1 2 July 26, 1988 January 26, 1989 May 25, 1989 ATR42-57-0010, Revision 1, May 20, 1989 2-5, 14, 20-381, 6-13, 15-19, 39-40 Original 1 April 18, 1989 May 20, 1989 ATR42-57-0010, Revision 2, April 15, 1991 5, 14, 21-38 6-13, 15, 17-19 1-4, 16, 20, 39, 40 Original 1 2 April 18, 1989 May 20, 1989 April 15, 1991 ATR42-53-0004, Revision 4, July 25, 1989 3-8, 13-20, 25-30, 33-34 2, 11 9, 12, 21-22, 31-32, 35-36 1, 10, 23-24, 37 Original 2 3 4 September 2, 1988 February 16, 1989 May 25, 1989 July 25, 1989 ATR42-53-0031, Revision 1, May 20, 1989 2-7, 10-29 1, 8-9 Original 1 January 13, 1989 May 20, 1989 ATR42-53-0031, Revision 2, May 31, 1990 15-17, 19-28, 1-14, 18, 29 Original 2 January 13, 1989 May 31, 1990 ATR42-53-0031, Revision 3, February 19, 1991 15-16, 17, 19-28 3-14, 18, 29 1-2, 15-16 bis Original 2 3 January 13, 1989 May 31, 1990 February 19, 1991 ATR42-57-0021, Revision 1, May 20, 1989 3-6, 11-21 1-2, 7-10 Original 1 April 18, 1989 May 20, 1989 ATR42-57-0021, Revision 2, September 25, 1990 1-23 2 September 25, 1990 ATR42-57-0021, Revision 3, April 10, 1991 2, 4, 7-10, 12-22 1, 3, 5-6, 11, 23 2 3 September 25, 1990 April 10, 1991 ATR42-57-0021, Revision 4, August 28, 1991 7-9, 13-22 2-6, 11-12, 23 1, 10 2 3 4 September 25, 1990 April 10, 1991 August 28, 1991 ATR42-57-0027, Revision 2, July 6, 1989 5-6, 9, 11 13, 27-71 2-4, 7-8, 10, 12, 14-18, 26 1, 19-25, 72-80 Original 1 2 April 18, 1989 May 25, 1989 July 6, 1989 ATR42-57-0027, Revision 3, March 27, 1991 5-6, 9, 11, 13, 27-71 2-4, 7-8, 10, 12, 14-18, 26 19-25, 72-74, 76, 78, 80 1, 75, 77, 79 Original 1 2 3 April 18, 1989 May 25, 1989 July 6, 1989 March 27, 1991 ATR42-57-0027, Revision 4, August 23, 1991 6, 9, 11, 13, 27-71 3-4, 8, 10, 12, 14-18, 26 22-25, 72-74, 76, 78 75, 77, 79 1-2, 5, 7, 19-21 Original 1 2 3 4 April 18, 1989 May 25, 1989 July 6, 1989 March 27, 1991 August 23, 1991 ATR42-57-0027, Revision 5, October 22, 1991 6, 9, 11, 13, 27-71 3-4, 8, 10, 12, 14-18 22-25, 72-74 75-79 7, 19-21, 80 1-2, 5, 26 Original 1 2 3 4 5 April 18, 1989 May 25, 1989 July 6, 1989 March 27, 1991 August 23, 1991 October 22, 1991 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. 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. (k) This amendment becomes effective on October 21, 1992.
2014-13-02: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-Trent 875-17, 877-17, 884-17, 884B-17, 892- 17, 892B-17, and 895-17 turbofan engines. This AD requires inspection of the [[Page 37168]] affected low-pressure (LP) turbine bearing support and exhaust case assembly and, if necessary, its replacement with a part eligible for installation. This AD was prompted by thin-walled LP turbine bearing support and exhaust case assemblies having been delivered into service. We are issuing this AD to prevent failure of the LP turbine bearing support and exhaust case assembly, which could lead to engine separation and damage to the airplane.
2014-13-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model MBB-BK 117 C-2 helicopters with a certain Goodrich rescue hoist damper unit (damper unit) installed. This AD requires repairing or replacing the damper unit or deactivating the rescue hoist. This AD is prompted by a report of an uncommanded detachment of a damper unit from the cable. These actions are intended to prevent loss of an external load or person from the helicopter hoist and injury to persons being lifted by the hoist.