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77-03-02 R2: 77-03-02 R2 BOEING: Amendment 39-2826 as amended by Amendment 39-2852 is further amended by Amendment 39-4572. Applies to Boeing Model 727 Series airplanes certificated in all categories that have engine forward fuel feed hose assemblies which have accumulated 5 years or more or 12,000 hours or more time in service whichever occurs first. Compliance required as indicated. \n\tTo prevent rupture of the engine fuel feed hose assemblies, accomplish the following: \n\tA.\tWithin the next 60 days, unless already accomplished within the past six months, inspect and replace as required with a like part or an equivalent hose assembly approved by the Manager, Seattle Aircraft Certification Branch, FAA, Northwest Mountain Region, the No. 1 and No. 2 and No. 3 engine forward fuel feed hose assemblies in accordance with Boeing S.B. 727-28-51, Figure 3, pages 26 and 27, Steps 1, 2, 3, and 4 issued 11/12/76, or later FAA approved revision. \n\tB.\tWithin 3,000 hours time in service, install hose clamps on Engine No. 1 and Engine No. 3 forward fuel feed hose assemblies in accordance with Boeing Service Bulletin 727-28-51, Figure 4, pages 28 and 29, steps 1, 2, and 4 issued November 12, 1976, or later FAA approved revision. \n\tC.\tAnnually reinspect all hose assemblies not replaced per paragraph A above or at an interval that is compatible with the airlines' inspection schedules and approved by the assigned FAA Principal Maintenance Inspector with prior approval of the Manager, Seattle Aircraft Certification Branch, FAA Northwest Mountain Region. \n\tD.\tIf all hose assemblies are replaced per paragraph A., above, with corrosion resistant steel (CRES) braided hoses, the repetitive inspections required by paragraph C., above, may be discontinued as the installation of CRES braided hoses is considered terminating action for this AD. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5U.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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2826 became effective February 4, 1977. \n\tAmendment 39-2852 became effective March 30, 1977. \n\tThis Amendment 39-4572 becomes effective March 9, 1983.
2022-02-03: The FAA is superseding Airworthiness Directive (AD) 2013-26-01 for all CFM International, S.A. (CFM) CFM56-3 and CFM56-7B model turbofan engines with a certain accessory gearbox assembly (AGB) not equipped with a dynamic oil seal assembly in the handcranking pad. AD 2013-26-01 required an independent inspection to verify re-installation of the handcranking pad cover after removal of the pad cover for maintenance. This AD was prompted by a dual engine loss of oil event and 42 prior events of total loss of engine oil during flight. This AD requires independent inspection to verify re-installation of the AGB handcranking pad cover after maintenance. This AD also requires the replacement of the affected AGB as a terminating action to the inspection requirement. The FAA is issuing this AD to address the unsafe condition on these products.
97-13-11: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-13-11, which was sent previously to known U.S. owners and operators of certain Ayres Corporation (Ayres) S2R series airplanes. This AD requires inspecting the 1/4-inch and 5/16-inch bolt hole areas on the lower spar caps for fatigue cracking, and replacing any lower spar cap if fatigue cracking is found. This AD results from an accident on an Ayres S2R series airplane where the wing separated from the airplane in flight. The actions specified by this AD are intended to prevent fatigue cracking of the lower spar caps, which, if not detected and corrected, could result in the wing separating from the airplane with consequent loss of control of the airplane.
80-14-09: 80-14-09 EAGLE BALLOONS LTD. (SEMCO): Amendment 39-3825. Applies to Semco Hot Air Balloon, Model TC-4A, S/N SEM 81 and subsequent; Model T, S/N SEM 78 and subsequent Challenger, S/N SEM 25 and subsequent, equipped with tubular aluminum gondolas covered with chair duck canvas. \n\n\tCompliance required as indicated below after the effective date of this AD. \n\n\tTo preclude failure of the gondola structural fittings and to alter the gondola chair duck canvas, accomplish the following: \n\n\t1.\tBefore next flight, and each flight thereafter: \n\n\t\ta.\tVisually check all Diamond aluminum fittings for cracks, in the tongue radius area, on the following models: \n\n\n\nModel No.\n\nFitting \n\nDash No.\nPart\nQty. \n\n11\nNo. 150\n4 \n\n14\nNo. 156\n8 \n\n28\nNo. 115\n4 \nModel TC-4A Dug. No. 1\n4\nNo. 103\n8 \n\n4\nNo. 150\n4 \n\n5\nNo. 156\n8 \n\n3\nNo. 115\n4 \nModel T Dug. No. 1\n6\nNo. 103\n8 \n\n3\nNo. 150\n4 \n\n6\nNo. 156\n8 \n\n9\nNo. 115\n4 \nChallenger Dug. No. 1\n11\nNo. 1038\n\n\t\tb.\tReplace cracked parts with new parts before next flight. \n\n\t2.\tSecure the gondola chair duck canvas siding to the gondola floor using grommets in the lower portion of the canvas. Extend the existing canvas using a 3/8" french fell seam per Advisory Circular 43.13-1A, Chapter 3, Page 85. Hem the bottom of the canvas and install grommets as noted in sketch below. \n\nAD 80-14-09 \n\n\n\n\nRework existing plywood floor as shown below. \n\n\nAD 80-14-09 \n\n\nLace canvas to plywood floor using 1/4" diameter braided nylon line as shown. \n\n\nAD 80-14-09 \n\n\n\t3.\tWithin the next 100 hours or next annual inspection, whichever occurs first, accomplish the following: \n\n\t\ta.\tRemove Diamond aluminum slip-on fittings noted in paragraph 1.a. \n\n\t\tb.\tClean surfaces as necessary and visually inspect for cracks by dye penetrant with a glass of at least 10 power, or equivalent, particularly in the tongue radius area. \n\n\t\tc.\tIf no cracks are found, the Diamond aluminum slip-on fittings may be returned to service. \n\n\t\td.\tReplace cracked parts with unused parts prior to next flight. \n\n\t4.\tThe repetitive inspection in paragraph (3) is to be accomplished at intervals not to exceed 100 hours in service or annually thereafter, whichever occurs first. \n\n\t5.\tEquivalent inspections, alterations and replacement parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. \n\n\t6.\tUpon submission of substantiating data by an owner, or operator through an FAA Maintenance inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. \n\n\tThis amendment is effective July 7, 1980. \n\nAD 80-14-09
75-10-05: 75-10-05 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2198 as amended by Amendment 39-2255. Applies to certain Models and serial numbers of TPE331 series engines as follows: Model Serial Number Effectivity TPE331-1-101B P-93058 through P-93064 TPE331-1-151A P-92249, P-92336 through P-92356 TPE331-1-151K P-91194, P-91195, P-26001 through P-26022 TPE331-1-151G P-91193, P-91196 through P-91198 TPE331-2-201A P-90281 through P-90294, P-90296 TPE331-3U/3UW-303G P-03108, P-03109, P-03112 through P-03193, P-03195, P-05031 through P-05048 TPE331-3U-307G/-303G P-03001, P-03009 TPE331-5-251C P-22006 through P-22103 TPE331-5-251K P-06113, P-06190 through P-06442, P-06444 through P-06537 TPE331-6-251M/-252M P-20144, P-20182 through P-20577 TPE331-6-252B P-27001, P-27002 In addition to the above serial number engines, also affected by this AD are any Model TPE331-1, -2, -3, -5, or -6 series engines which have been modifiedin accordance with AiResearch Service Bulletin TPE331-72- 0064, dated February 1, 1974 or subsequent FAA-approved revision. Compliance required as indicated. To detect, correct and prevent loosening of the torque sensor assembly mounting arm, accomplish the following: (a) Engines with less than 200 hours total time in service since new or last overhaul: Before exceeding 200 hours total time in service, or an additional 25 hours time in service after the effective date of this AD, whichever occurs later, inspect the fuel control assembly drive in accordance with the instructions contained in paragraph 2.C. of AiResearch Service Bulletin TPE331-72-0095, dated April 18, 1975, or later FAA-approved revision. If the fuel pump and control drive backlash exceed the limits specified in the above referenced service bulletin, modify the torque sensor assembly mounting arm per the instructions contained in paragraph 2.D. of that bulletin before further flight. (b) Engines with more than 200 hours total time in service since new or last overhaul: Before exceeding an additional 100 hours time in service after the effective date of this AD, inspect fuel control assembly drive, and modify the torque sensor assembly mounting arm per paragraph (a), above, as necessary. (c) If the fuel control assembly drive meets the backlash limits specified in the above referenced service bulletin, the inspections required in paragraphs (a), and (b), above, must be repeated at intervals not to exceed 400 hours thereafter until the torque sensor assembly mounting arm is modified per paragraph 2.D of the above referenced service bulletin. This modification must be incorporated before the affected engine exceeds the time in service since new or overhaul at the manufacturer's recommended mid-term inspection as defined in paragraphs 2.A., 2.C., or 2.D. of the Revision No. 7, dated March 20, 1975, or later revisions, of AiResearch Service Bulletin No. 606; or, if this mid-term inspection has already been accomplished prior to the effective date of this AD, before exceeding the recommended overhaul period as defined in the Service Bulletin No. 606, Revision 7, dated March 20, 1975, as revised. NOTE: Engine Models TPE331-6-252B and -252M are not specifically included in the above referenced Service Bulletin No. 606. Refer to paragraph 2.D of this service bulletin for mid-term inspection and overhaul times applicable to these engine models. (d) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. (e) Aircraft may be flown to a base for performance of inspections as required by paragraphs (a) and (b) above per FAR's 21.197 and 21.199. Amendment 39-2198 became effective May 15, 1975. This amendment 39-2255 becomes effective July 11, 1975.
97-14-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing 747 series airplanes, that currently requires replacement of certain fuse pins on the upper link of the inboard and outboard struts. That AD also requires inspections to detect corrosion or cracks of certain fuse pins, and replacement, if necessary. This amendment reduces the compliance times of actions associated with certain fuse pins and provides for optional terminating action for the requirements of this AD. This amendment is prompted by a report of fracturing of a bulkhead style fuse pin located in the inboard strut at the forward end of the upper link. The actions specified in this AD are intended to prevent failure of the strut and separation of an engine from the airplane due to fracturing of the fuse pins.
2012-01-10: We are adopting a new airworthiness directive (AD) for General Electric Company (GE) CF34-10E series turbofan engines. This AD was prompted by a report of heavy wear found on the seating surface of the center vent duct (CVD) (commonly referred to as center vent tube) support ring and on the inside diameter of the fan drive shaft at the mating location. This AD requires removing from service all CVD support assemblies and any fan drive shaft on the affected engines if wear is found on either the CVD support ring or the fan drive shaft. We are issuing this AD to prevent fan drive shaft failure, leading to uncontained engine failure and damage to the airplane.
93-09-02: 93-09-02 AIRBUS INDUSTRIE: Amendment 39-8569. Docket 92-NM-226-AD. Applicability: Model A300, A310, and A300-600 series airplanes, as listed in Airbus Industrie All Operator Telex (AOT) 29-07, dated August 28, 1992; airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent jamming of the hydraulic fire shut off valve (FSOV) actuator, which could result in the inability to isolate hydraulic fluid from an engine fire, accomplish the following: (a) For airplanes having any hydraulic FSOV that has not ever been functionally tested in accordance with Maintenance Planning Document (MPD) Task Number 29-11-33-0503-1 (for Model A300 series airplanes) or MPD Task Number 29-11-33-01-1 (for Model A310 and A300-600 series airplanes): Within 450 hours time-in-service after the effective date of this AD, perform a one-time operational test to detect potential bearing failure of the electric motor that drives thehydraulic FSOV actuator, and to detect FSOV malfunction, in accordance with Airbus Industrie All Operator Telex (AOT) 29-07, dated August 28, 1992. (1) If any FSOV fails the operational test, prior to further flight, replace that FSOV in accordance with the AOT. (2) If a FSOV passes the operational test, no further action is necessary for that FSOV. (b) For airplanes having any hydraulic FSOV that has been functionally tested only once in accordance with MPD Task Number 29-11-33-0503-1 (for Model A300 series airplanes) or MPD Task Number 29-11-33-01-01 (for Model A310 and A300-600 series airplanes): Within 900 hours time-in-service after the effective date of this AD, perform a one-time operational test to detect potential bearing failure of the electric motor that drives the hydraulic FSOV actuator, and to detect FSOV malfunction, in accordance with Airbus Industrie All Operator Telex (AOT) 29-07, dated August 28, 1992. (1) If any FSOV fails the operational test, prior tofurther flight, replace that FSOV in accordance with the AOT. (2) If a FSOV passes the operational test, no further action is necessary for that FSOV. (c) For airplanes having any hydraulic FSOV that has been functionally tested two or more times in accordance with MPD Task Number 29-11-33-0503-1 (for Model A300 series airplanes) or MPD Task Number 29-11-33-01-01 (for Model A310 and A300-600 series airplanes): No further action is required by this AD. (d) 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. (e) 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. (f) The tests shall be done in accordance with Airbus Industrie All Operator Telex (AOT)-29-07, dated August 28, 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, 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. (g) This amendment becomes effective on June 9, 1993.
75-17-05 R1: 75-17-05 R1 BRITISH AIRCRAFT CORPORATION: Amendment 39-2303 as amended by Amendment 39-4197. Applies to BAC Model 1-11, 200 Series airplanes. Compliance is required as indicated. To detect and repair cracks in the nose landing gear sustaining ram, accomplish the following: (a) Within the next 500 landings after the effective date of this AD or before the accumulation of 20,500 landings, whichever occurs later, unless already accomplished within the last 1,000 landings, and thereafter at intervals not to exceed 1,500 landings from the last inspection, inspect the nose landing gear sustaining ram P/N AB44A-1399, for cracks using a permanent magnet or suitable electro-magnetic process in accordance with paragraph 2.1.1 of British Aerospace, Aircraft Group, Alert Service Bulletin 32-A-PM5070, Issue No. 3, dated March 29, 1979 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) If cracks are found during an inspection required by paragraph (a) of this AD which exceed the limits specified in paragraph 2.1.7 of the Service Bulletin, before further flight, replace the nose landing gear sustaining ram, P/N AB44A-1399, with a serviceable part of the same part number. (c) If cracks are found during an inspection required by paragraph (a) of this AD which do not exceed the limits specified in paragraph 2.1.7 of the Service Bulletin, before further flight, either - (1) Replace the nose landing gear sustaining ram, P/N AB44A-1399, with a serviceable part of the same part number; or (2) Remove the cracks in accordance with instructions in paragraph 2.1.4 of the Service Bulletin, or an FAA-approved equivalent, and reprotect the ram in accordance with the instructions in either paragraph 2.1.5 or 2.1.6 of the Service Bulletin, 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 bydividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the BAC 1-11 airplane. (e) If an equivalent means of compliance is used in complying with this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at FAA Headquarters, Room 916, 800 Independence, SW., Washington, D.C. 20591. Amendment 39-2303 became effective September 1, 1975. This amendment 39-4197 becomes effective September 8, 1981.
97-13-02: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-13-02, which was sent previously to all known U.S. owners and operators of Diamond Aircraft Industries, Inc. (Diamond) Model DA 20-A1 airplanes. This AD requires fabricating and installing a placard and inserting limitations into the airplane s flight manual limitations section prohibiting spin maneuvers until a modification is installed. This AD results from an occurrence where a pilot s shoe jammed between the rudder control pedal and the firewall during a spin recovery in a Canadian registered HOAC-Austria Model DV 20 KATANA airplane. The actions specified by this AD are intended to prevent the pilot s shoe from becoming jammed between the rudder pedal and firewall which could result in loss of control of the airplane.
77-12-03: 77-12-03 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2920. Applies to Model DH-114 airplanes, certificated in all categories, that are not equipped with engine mount stay struts marked as Issue 2 or subsequent or marked "DOI No. 68640." Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To detect internal corrosion of the engine mount stay strut, P/N 14 EM.337A, accomplish the following: (a) Remove the stay strut from the aircraft and inspect in accordance with the X-ray procedure of Appendix I of Hawker Siddeley Technical News Sheet No. E.8, dated March 19, 1973, or an FAA-approved equivalent. (b) Replace any strut for which internal corrosion is detected by the inspection required by paragraph (a) of this AD with a new part or otherwise serviceable spare part of the same part number determined to be free of internal corrosion by the inspection required by paragraph (a) of this AD oran FAA-approved equivalent. (c) It is requested that copies of the X-rays, or results of an FAA-approved equivalent inspection, be forwarded to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by the Office of Management and Budget under OMB No. 04-RO-174). This amendment becomes effective July 18, 1977.
2010-19-06R1: We are revising an existing airworthiness directive (AD) for the products listed above. This AD was prompted by Turbomeca restoring all or part of the life limits of the affected discs, and European Aviation Safety Agency's (EASA) issuance of AD 2010-0101R2, dated March 24, 2011, to do the same. Turbomeca has introduced a reinforced eddy- current inspection (ECI) which, combined with a revised analysis, allows the life limit of the affected discs to be extended. We are issuing this revision to prevent failure of the gas generator (GG) second stage turbine disc which could result in the release of high energy debris and damage to the helicopter.
97-14-04: This amendment supersedes two existing airworthiness directives (AD), applicable to certain Boeing Model 737 series airplanes, that currently require tests of the main rudder power control unit (PCU) to detect excessive internal leakage of hydraulic fluid, stalling, or reversal, and to verify proper operation of the PCU; and replacement of the PCU with a unit having a different part number, if necessary. This amendment adds requirements for replacement of the PCU and the vernier control rod bolts with newly designed units. This amendment also adds a requirement for leak tests of the PCU, and replacement of the PCU with a serviceable or newly designed unit, if necessary. This amendment is prompted by reports of fracturing of the vernier control rod bolts as a result of the shank of the bolt running into the threads on the nutplate during installation of the rod. The actions specified by this AD are intended to prevent such fracturing, which could result in uncommanded movements of the rudder, and consequent reduced controllability of the airplane.
75-10-04: 75-10-04 HUGHES HELICOPTERS: Amendment 39-2196. Applies to Hughes model 369, 369A, 369H, 369HM, 369HS, and 369HE helicopters certificated in all categories including Military YOH-6A and OH-6A equipped with aluminum tail rotor blades, part number 369A1613 or 369A1613-3. To determine if cracks exist in the root fittings of the tail rotor blades and assure timely rework of the fittings accomplish the following: A. Perform a close visual check by the pilot in command, or inspection by a certificated mechanic on any day the helicopter is operated, in accordance with Part III of Hughes Service Information Notice No. HN-83, dated April 15, 1975 or later FAA approved revisions. Comply with Part II of the notice for those blades specified therein prior to the first daily check or inspection. Remove all cracked blades from service prior to further flight. Note: The person who performs the check or inspection shall record it in the appropriate aircraft records per FAR 91.173. B.Within the next 50 hours time in service, unless already accomplished, comply with Part I of Hughes Service Information Notice No. HN-83, dated April 15, 1975 or later FAA-approved revisions. Remove all cracked blades from service prior to further flight. Continue the checks or inspections specified in paragraph A. above. C. For blades in spares inventory, including blades on spare tail rotor assemblies, accomplish Parts I and II of the Hughes S.I.N. No. HN-83, dated April 15, 1975, or later FAA- approved revisions, at or before installation on helicopter. D. Equivalent checks, inspections and rework may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. E. Aircraft may be flown to a base for performance of that work required by paragraph B., above, of this AD, per FARs 21.197 and 21.199." This amendment is effective May 12, 1975, for all persons except those to whom it was made effective immediately by airmail letter dated April 17, 1975.
2022-03-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report that during type certification activity, it was identified that certain monitoring software was incorrectly implemented in the braking control system (BCS) certification standard. This AD requires installing (updating) certain software for the braking and steering system, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
97-13-10: This amendment adopts a new airworthiness directive (AD), applicable to General Electric Aircraft Engines CF700 series turbofan engines, that requires replacement of existing fan guards with new, improved fan guards. This amendment is prompted by a report of uncontained fan blades which separated from the engine during an overspeed. The actions specified by this AD are intended to prevent an overspeed of the aft fan disk from resulting in an uncontained engine failure and damage to the aircraft.
2011-26-10: We are adopting a new airworthiness directive (AD) for Enstrom Helicopter Corporation (Enstrom) Model F-28C, F-28C-2, F-28F, 280C, 280F, 280FX TH-28, 480, and 480B helicopters with certain trim relays to require modifying and testing the lateral and longitudinal cyclic trim actuator assemblies. This AD was prompted by four failures in the cyclic trim system on certain Enstrom model helicopters that resulted in reduced controllability of the helicopter. These actions are intended to prevent failure of the cyclic trim system and subsequent loss of control of the helicopter.
97-13-08: This amendment supersedes an existing airworthiness directive (AD), applicable to all de Havilland Model DHC-8-100 and -300 series airplanes, that currently requires an inspection to detect discrepancies and damage of the low fuel pressure switch adapter/snubber (located on each engine fuel heater), and replacement, if necessary. That AD also requires an inspection to detect gaps or openings in each nacelle and engine-mounted firewall area, and in certain weather seals in the nacelles; and correction of discrepancies. This amendment requires certain new modifications to the nacelles that will minimize the passage of flammable fluid through the zones of the nacelle of each engine. The actions specified by this AD are intended to prevent the spread of fire through these zones in the event of an explosion during flight, and consequent structural damage to the airplane.
97-13-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Saab Model SAAB 340B and SAAB 2000 series airplanes. This action requires an inspection of the fluorescent lamps in the cabin area to ensure correct installation, and correction, if necessary. This AD also requires an inspection of the lampholders to identify any discrepancies and to ensure the security of the back covers, and replacement of discrepant lampholders with new lampholders; installation of retaining clips on certain Page Aerospace lampholders; and reinspection of the lamps to ensure correct installation after replacement or reinstallation of the lamps or lampholders, and corrections, if necessary. This amendment is prompted by reports indicating that loose back covers on the lampholders and incorrect lamp installations have led to electrical arcing between fluorescent tube pins and lampholders and consequent charring or melting of the affected areas. The actions specified inthis AD are intended to prevent such electrical arcing, which could burn the surrounding area and lead to smoke and fumes in the passenger compartment or lavatory area.
68-07-09: 68-07-09 CESSNA: Amdt. 39-682. Applies to Model 177, Serial Numbers 177-00001 through 177-01152, aircraft. Compliance: Required as indicated, unless already accomplished. To prevent oscillation in the longitudinal control system, accomplish the following: (a) Within 10 hours' time in service after the effective date of this airworthiness directive, modify the flap system by the installation of Cessna P/N 170094-1, in accordance with the instructions contained in Cessna Service Letter No. SE68-13, dated March 30, 1968, or any other method approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. (b) Cessna P/N 170094-1 referred to in paragraph (a) may be removed when Cessna P/N 1709007-1 is installed in accordance with Cessna Service Letter SE68-14, operation 23 and attachments, dated April 11, 1968, as revised April 22, 1968, or when any other modification is installed which has been approved by Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. This amendment becomes effective November 16, 1968.
97-12-04: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) GE90 series turbofan engines. This action requires initial and repetitive borescope inspections of compressor discharge pressure (CDP) manifolds for cracks, and replacement, if necessary, with an improved design CDP manifold. In addition, this AD requires, as terminating action to the inspections, replacement with an improved design CDP manifold. This amendment is prompted by reports of CDP manifold cracking that has resulted in liberated material causing high pressure compressor (HPC) blade damage. The actions specified in this AD are intended to prevent inflight engine power loss or shutdown due to HPC blade damage caused by liberated material from the CDP manifold.
81-05-52 R1: 81-05-52 R1 ROBINSON HELICOPTER: Amendment 39-4082. Applies to Model R-22 Helicopters, certified in all categories, Serial Numbers 0002 through 0036, 0038 through 0061, 0064 through 0089, 0093 and 0095. Compliance required as indicated, unless already accomplished. To prevent coupling failure which would result in the loss of power to the main rotor accomplish the following: (a) Prior to further flight, after receipt of telegraphic AD T81-05-52 or the effective date of this AD, whichever comes first, conduct an inspection of the main gearbox input flex coupling yoke P/N A 194 on all R-22 helicopters, Serial Nos. 0002 through 0036, 0038 through 0061, 0064 through 0089, 0093 and 0095, in accordance with Robinson Helicopter Company Service Bulletin SB-9, dated March 4, 1981, unless previously accomplished in accordance with Robinson Helicopter Company SB-6 dated January 26, 1981, within the previous ten (10) hours time in service. (b) Replace defective main gearbox flex coupling yoke P/N A 194 with like serviceable couplings from any production lot 18 and subsequent or new inertia welded coupling P/N A 908-1. Replacement using either of these couplings is terminating action for this AD. (c) After the inspection in (a), at intervals not to exceed ten (10) hours additional time in service, inspect Robinson R-22 Model Helicopters Serial No. 0002 through 0036, 0038 through 0061, 0064 through 0089, 0093 and 0095 main gearbox input flex coupling yoke, P/N A 194, for cracks, in accordance with Robinson Helicopter Company Service Bulletin SB-9, dated March 4, 1981. Comply with (b) if cracks are found. (d) Do not install a yoke, P/N A 194, from production lot prior to 18 as a replacement part or as original installation. Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to operate helicopters to a base for the accomplishment of inspections or modifications required by this AD. Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 553(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Robinson Helicopter Company, 24747 Crenshaw Boulevard, Torrance, California 90505. These documents may also be examined at FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. 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 FAA Western Region Office. This supersedes AD No. T81-03-52.This amendment 39-4082 becomes effective April 13, 1981 to all persons except those to whom it was made immediately effective by telegraphic AD T81-05-52, dated March 4, 1981.
97-12-05: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) GE90 series turbofan engines. This action supersedes Telegraphic AD T97-09-51 that currently requires visual checks of the engine Debris Monitoring System (DMS) sensor for bearing debris, and, if necessary, performing procedures for additional maintenance actions. In addition, that AD requires replacing Variable Speed Constant Frequency (VSCF) gearshaft flange ball bearings that may incorporate rivets that are manufactured of improper material with serviceable bearings. This action references a later revision of the applicable Service Bulletin (SB) that includes additional engine serial numbers; however, these changes do not affect the Applicability or compliance requirements of this AD. This amendment is prompted by the issuance of the new revision to the SB. The actions specified by this AD are intended to prevent a VSCF gearshaft flange ball bearing failure, which could result in an inflight engine shutdown.
2022-03-19: The FAA is adopting a new airworthiness directive (AD) for all General Electric Company (GE) Passport 20-17BB1A, Passport 20-18BB1A, and Passport 20-19BB1A model turbofan engines. This AD was prompted by a report of a manufacturing quality escape that requires a reduction to the life limit of certain high-pressure turbine (HPT) rotor stage 1 disks. This AD requires revising the airworthiness limitations section (ALS) of the existing maintenance manual and the operator's existing approved continuous airworthiness maintenance program (CAMP) to incorporate a reduced life limit for certain HPT rotor stage 1 disks. The FAA is issuing this AD to address the unsafe condition on these products.
91-17-03: 91-17-03 FOKKER: Amendment 39-8001. Docket No. 91-NM-68-AD. Applicability: Model F-27 series airplanes; serial numbers 10102, 10105 through 10684, 10686, 10687, and 10689 through 10692; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the main landing gear (MLG), accomplish the following: A. Within 180 days after the effective date of this AD, or prior to the accumulation of 500 landings after the effective date of this AD, whichever occurs first, perform a high frequency eddy current inspection of both sides of the actuating ram attachment lug in accordance with Part 1 of the Accomplishment Instructions of Fokker Service Bulletin F27/54-47, dated November 30, 1990. B. If cracks are found, prior to further flight, replace the MLG drag strut attachment fitting in accordance with Part 2 of the Accomplishment Instructions of Fokker Service Bulletin F27/54-47, dated November 30, 1990.C. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. E. The inspection and replacement requirement shall be done in accordance with Fokker Service Bulletin F27/54-47, dated November 30, 1990. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8001, AD 91-17-03) becomes effective on September 20, 1991.