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2017-04-15: We are adopting a new airworthiness directive (AD) for certain Learjet Inc. Model 36A airplanes. This AD was prompted by a report indicating that an aileron cable failed on an airplane during a tension check and a determination that Model 36A airplanes were not included in AD 2005-13-36, which addresses this issue for other Learjet Inc. airplanes. This AD requires a one-time inspection of the center ball of the aileron control cables for a defective swage, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2001-18-13: This amendment adopts a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 P1 and EC135 T1 helicopters. This action requires, before further flight, adding a copy of this AD or a statement to the Emergency Procedures section of the Rotorcraft Flight Manual (RFM) to inform the pilot to reduce power and land as soon as practicable if a thump-like sound followed by unusual vibration occurs during flight. This action also requires visually inspecting for a crack or a break in certain main rotor drive torque strut (strut) assemblies at specified time intervals and recording details of the inspections in the historical or equivalent record. This AD also requires re-marking and relocating the strut as appropriate and replacing any unairworthy strut assembly with an airworthy strut assembly before further flight. Also, this AD establishes a life limit of 1000 hours time-in-service (TIS) for certain struts with an additional 1000 hours TIS for struts re-marked right-hand (RH) or left-hand (LH) before installing in the new location. This amendment is prompted by a report of a thump-like sound heard during flight followed by unusual vibrations due to failure of the RH strut between the main transmission and the fuselage. The actions specified in this AD are intended to prevent failure of a strut, failure of a worn or ineffective back-up emergency stop, and subsequent loss of control of the helicopter.
82-03-04 R1: 82-03-04 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4310 as amended by Amendment 39-4810. Applies to Lockheed Model L-1011-385 series airplanes, prior to Serial No. 1239, certificated in all categories. Compliance required as indicated, unless previously accomplished. A. To detect leakage of flammable fluids in areas from which fluids or vapors could reach the auxiliary power unit exhaust shroud, accomplish the following: 1. Within 400 hours time in service from the effective date of this AD, and at repetitive intervals not to exceed 400 hours time in service thereafter, perform leak tests and visual inspections as specified in the Accomplishment Instructions of Lockheed Service Bulletin 093-49- 058 dated July 31, 1981, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. 2. If fuel or hydraulic fluid leakage is detected, repair or replace defective parts or components with serviceable units beforefurther flight. 3. Upon request of an operator, an FAA maintenance inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. B. To reduce the APU exhaust shroud skin temperature to a safe level, within 5000 flight hours or two (2) calendar years after the effective date of this amendment, whichever occurs first, install the APU Exhaust Duct and Shroud Insulation as specified in Part II, Accomplishment Instructions of Lockheed L-1011 Service Bulletin 093-49-058, Revision 3, dated October 28, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. This action terminates the requirements for repetitive inspections required by paragraph A., above. C. Alternate means of compliance with this AD, which provide an equivalent level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to: Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington 98168, or 4344 Donald Douglas Drive, Long Beach, California 90808. Amendment 39-4310 became effective March 11, 1982. his Amendment 39-4810 becomes effective March 19,1984.
88-05-01 R1: 88-05-01 R1 SIKORSKY AIRCRAFT: Amendment 39-5856 as revised by Amendment 39- 6637. Docket No. 88-ASW-4. Applicability: Sikorsky Aircraft Model S-76B helicopters, Serial Numbers (S/N) 760312, 760314, 760316, 760317, 760318, 760319, 760327, 760330, 760331, and 760337, certificated in any category, equipped with the original cross beam cap angle, Part Number (P/N) 76070-20526-102, and the original cross beam web, P/N 76070-20526-139, -149, or -158. Compliance: For helicopters with 300 or more hours' time in service, compliance is required within the next 50 hours' time in service after the effective date of this amended AD, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection. To prevent failure of the helicopter forward engine support cross beam, accomplish the following: (a) Visually inspect the forward engine support cross beam cap angle and web as follows: NOTE: The forward engine support cross beam is accessedby opening the engine air inlet/bypass cowl per Sikorsky Supplemental Maintenance Manual SA4047-76B-2, Section 53- 20-03. The cross beam is located towards the rear of the inlet area opening and extends across the fuselage. The beam is attached to the engine compartment deck and the engine forward mount fittings are attached to the cross beam upper cap angle. If the cross beam cannot be inspected properly from the inlet area because of interference with existing components, remove the main transmission drain access panels in the baggage compartment overhead. (1) Clean the forward surface of the cross beam as much as possible with dry cleaning solvent P-D-680, Type II, or equivalent. (2) Visually inspect, using a flashlight and mirror as necessary, the forward side of the upper cross beam cap angle and web for evidence of cracks. NOTE: Particular attention should be directed to areas under the inboard engine support fittings. (b) If cracks are detected visually, verify cracks by using a dye penetrant or equivalent inspection method. NOTE: Method Type II in MIL-STD-6866 is an acceptable inspection method. (1) If cracks are found in the cap angle, replace cracked part prior to further flight with a new part of the same part number. (2) If cracks are found in the web, prior to further flight, either replace the cracked part with a new part of the same part number or repair cracks found as a result of this AD with a method approved by the Manager, FAA, Boston Aircraft Certification Office. (c) Report cracks found, including location, length, fasteners and holes affected, replacement of parts, and total time in service on helicopter, by letter, to the Manager, Boston Aircraft Certification Office, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, within 10 days of the inspection. (Reporting approved by the Office of Management and Budget under OMB No. 2120-1156.) (d) Aircraft may be ferried in accordance with the provisions of the Federal Aviation Regulation (FAR) Sections 21.197 and 21.199 to a base where the AD can be accomplished. (e) Alternate inspections, repairs, modifications, or other means of compliance which provide an equivalent level of safety may be used if approved by the Manager, Boston Aircraft Certification Office, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. (f) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Boston Aircraft Certification Office, may adjust the compliance time specified in this AD. This AD revises AD 88-05-01, Amendment 39-5856 (53 FR 5366, February 24, 1988). This amendment (39-6637, AD 88-05-01 R1) becomes effective on July 16, 1990.
2017-04-14: We are adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. Model 560XL airplanes. This AD requires inspections of the fuel tube and right alternating current (AC) generator wires. This AD was prompted by reports of inadequate separation between the electrical wire bundle and fuel tube. We are issuing this AD to address the unsafe condition on these products.
2017-03-04: We are superseding Airworthiness Directive (AD) 2012-16-07 for certain The Boeing Company Model 737-500 series airplanes. AD 2012-16- 07 required inspections of the fuselage skin at the chem-milled steps, and repair if necessary. This new AD adds new inspections, permanent repairs of time-limited repairs, related investigative and corrective actions if necessary, and skin panel replacement. This AD was prompted by evaluation by the design approval holder (DAH) that indicates that the fuselage skin is subject to widespread fatigue damage (WFD), and reports of cracking in certain areas of the fuselage skin. We are issuing this AD to address the unsafe condition on these products.
2001-19-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-301 series airplanes. This action requires removal of the access panels of the upper wings to determine the manufacturing date of the panels to verify compliance with Model 301 wing specifications, and corrective action, if necessary. This action is necessary to find and fix panels that do not meet such specifications, which could result in elongation of the attachment holes in the panels due to critical design loads, and consequent reduced structural integrity of the wings. This action is intended to address the identified unsafe condition.
93-16-06 R2: 93-16-06 R2 CANADAIR: Amendment 39-9393, Docket 95-NM-157-AD. Revises AD 93- 16-06 R1, amendment 39-8826. Applicability: Model CL-215-1A10 series airplanes that are not equipped with powered ailerons; and Model CL-215-6B11 series airplanes that are not equipped with powered ailerons; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (d) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent potential flutter of the rudder-aileron interconnect tab, which could result in reduced controllability of the airplane, accomplish the following: (a) For Model CL-215-1A10 series airplanes, serial numbers 1001 through 1125 inclusive, that are not equipped with powered ailerons: Within 12 months after October 4, 1993 (the effective date of AD 93-16-06, amendment 39-8663), on the right wing install weights to the aileron balance weight mounting channel and install washers to the interconnect tab mass balance arms, in accordance with Canadair Alert Service Bulletin 215-A435, dated August 14, 1990. (b) For all other Model CL-215-1A10 series airplanes that are not equipped with powered ailerons and are not subject to paragraph (a) of this AD: Within 12 months after March 1, 1994 (the effective date of AD 93-16-06 R1, amendment 39-8826), on right wing install weights to the aileron balance weight mounting channel and install washers to the interconnect tab mass balance arms, in accordance with Canadair Alert Service Bulletin 215-A435, dated August 14, 1990. (c) For Model CL-215-6B11 series airplanes that are not equipped with powered ailerons: Within 12 months after the effective date of this AD, on the right wing install weights to the aileron balance weight mounting channel and washers to the interconnect tab mass balance arms, in accordance with Canadair Alert Service Bulletin 215-A435, dated August 14, 1990. (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, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The installation shall be done in accordance with Canadair Alert Service Bulletin 215-A435, dated August 14, 1990. The incorporation by reference of this document was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of October 4, 1993 (58 FR 46766, September 3, 1993). Copies may be obtained from Bombardier, Inc., Canadair, Aerospace Group, P.O. Box 6087, Station A, Montreal, Quebec H3C 3G9, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York ACO, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on October 25, 1995.
59-06-08: 59-06-08 GRAVINER: Applies to Aircraft Fitted With Graviner Automatic Fire Extinguishers of the Separate Cartridge Type and the Following Type Numbers May Be Affected: Numbers 4AX, 4AZ, 5AX, 5AZ, 7AX, 8AX, 12A, 13A, 14A, 17A, 20A, 33A, 34A, 35A, 36A, 39A, 40A, 41A, 42A, 55A Through 63A. Compliance required as soon as possible but not later than September 1, 1959. (1) Experience in service has revealed that age-hardening of the material used for sealing of the charge plug in automatic extinguishers of the separate cartridge type which were manufactured prior to August 1957 can interfere with the charge plug movement when the cartridge is fired and thus stop discharge of the extinguishant. (2) A different type of sealant has been introduced by Graviner Modification AU 332. Incorporation of this modification is signified by the letter "L" stamped adjacent to the serial number of the extinguisher, or to the date of manufacture, both of which appear on the operating head. The above date appears as two numbers which signify the month of the year of manufacture (e.g. 8/57 signifies August 1957) but care must be taken to avoid confusion with the cartridge manufacture date which is stamped in a similar manner on the cartridge flange. (3) All extinguishers indicated above which are of an age of three years or more and which do not embody Modification AU 332 must be removed from service. Replacement extinguishers should preferably be of the modified type although unmodified units may be fitted provided the three-year life is not exceeded. (4) If doubt exists as to whether the modification has been incorporated, the light alloy junction box may be removed and the charge plug sealant inspected. The new sealant is of a yellow/green color, the old type is of a brown/black color. (5) Extinguishers which have exceeded the three-year life should be returned to an overhaul organization approved by Graviner Manufacturing Co. Ltd., Poyle Mill Works, Colnbrook, Buck, England, for modification. (Fenwal Inc., Pleasant Street, Ashland, Mass., is an approved Overhaul Agency.) The British Air Registration Board considers this mandatory. The FAA concurs with this action and compliance therewith mandatory.
2023-01-02: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model A109, A109A, A109A II, A109C, A109E, A109K2, A109S, and AW109SP helicopters modified by Supplemental Type Certificate (STC) SR01812LA. This AD was prompted by a report of certain floats not deploying due to a faulty plunger assembly. This AD requires repairing or replacing certain float assemblies. The FAA is issuing this AD to address the unsafe condition on these products.
2022-25-01: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 707 and Model 727 airplanes. This AD was prompted by a report indicating cracking in fastener holes at the center wing box and at certain positions of the rear spar and lower skin on a Model 737-300 airplane. A cross model review determined that similar cracking of the fastener holes in the center wing box lower skin could occur on Model 707 and Model 727 airplanes. For Model 707 airplanes this AD requires repetitive detailed inspections of the center wing box lower skin for cracking and repetitive high frequency eddy current (HFEC) and ultrasonic (UT) inspections of the rear spar lower chord at a certain position for cracking, repetitive sealant application, and repair if necessary. For Model 727 airplanes this AD requires repetitive detailed inspections of the center wing box, lower skin, and rear spar lower chord at a certain location for cracking, repetitive sealant application, and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2001-18-10: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and EMB-145 series airplanes, that requires replacement of the engine oil pressure sensors with new sensors, and installation of an oil tank pressure relief kit. Additionally, this amendment requires revision of the Airplane Flight Manual that would specify new oil pressure limits. This action is necessary to prevent rejected takeoffs due to exceeding engine oil pressure limits, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2017-04-05: We are superseding Airworthiness Directive (AD) 2011-10-17 for all Airbus Model A300 and A310 series airplanes, and Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R Variant F [[Page 11135]] airplanes (collectively called A300-600 series airplanes). AD 2011-10- 17 required revising the maintenance program by incorporating certain airworthiness limitation items (ALIs). This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised structural inspection requirements. This AD also removes Model A310 and A300-600 series airplanes from the applicability. This AD was prompted by a revision of certain ALI documents, which specify more restrictive instructions and/or airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2001-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that requires inspections for cracking of the web of the horizontal and sloping pressure decks of the fuselage and certain stiffener splice angles and stiffener end fittings, and repair, if necessary. This amendment also provides an optional preventative modification, which ends the repetitive inspections. The actions specified by this AD are intended to find and fix cracking of the web of the horizontal and sloping pressure decks, which could result in rapid in-flight decompression of the airplane. This action is intended to address the identified unsafe condition.
2001-18-01: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A340-211 series airplanes modified by supplemental type certificate ST09092AC-D, that requires modifying the passenger entertainment system (PES) and revising the Flight Crew Operating Manual. This action is necessary to ensure that the flight crew is able to remove electrical power from the entire PES when necessary and is advised of appropriate procedures for such action. Inability to remove power from the PES during a non-normal or emergency situation could result in inability to control smoke or fumes in the airplane flight deck or cabin. This action is intended to address the identified unsafe condition.
61-22-03: 61-22-03 CANADAIR: Amdt. 356 Part 507 Federal Register November 1, 1961. Applies to all CL-44D4 aircraft. Compliance required as indicated. The following measures are required pending the development and installation of Canadian Department of Transport and FAA approved modification to the outer elevator hinge fittings to prevent elevator flutter during flight. Within the next 25 hours' time in service after the effective date of this AD, and every 25 hours' time in service thereafter, apply an upload of approximately 110 lbs. on elevator spar at Station 299 and check for fore and aft movement at upper and lower hinge bracket attachments. (a) If movement exceeds .010 inches at the upper and lower hinge bracket attachment points, the fittings, P/N 28-A24498 A and B and P/N 28-A24670 must be reworked as stated in (1) or (2): (1) Open up the .375-inch diameter holes to .4375 plus or minus .0005-inch diameter. Replace existing bolt, P/N 28-A24367 with an NAS 464-7-22 bolt or equivalent; AN 320-7 nut or equivalent; (use washers under nut to line up cotter pin hole), and cotter pin. (2) Open up the .375-inch diameter holes to .4750 plus or minus .0005-inch diameter. Install bushing and reinstall the original bolt, P/N 28-A24367, if within tolerances (i.e., .3745 plus .0000 minus .0003-inch diameter), or replace with new bolt, P/N 28-A24367. Use existing nut and washer, install new cotter pin. Remove all sharp edges. The bushings shall meet the following requirements: Material: SAE 4130, MIL-S6758 condition "N". Cadmium plated. Outside diameter: Before plating .4770 plus .0005 minus .0000-inch diameter. After plating .4780 plus .0005 minus .0000-inch diameter. Length: .748 plus .002 minus .000-inch for bushings in P/N 28-A24498 A and B. .298 plus .002 minus .000-inch for bushings in P/N 28-A24670. After installation, the bushings must be line reamed to their inside diameter of .3750 plus or minus .0005-inch. Chamfer inside of bushing .03-inch x 45 degrees, under head of bolt. (b) Prior to installing bolts, shim the gap between the attachment lugs, P/N 28- A24498 A and B and the hingle brackets, P/N 28-A24670 to eliminate any movement. The torque value for either of the replacement bolts, P/N 28-A24367 or NAS 464-7-20 or equivalent, is 10 inch-pounds. (c) After rework, holes must be line reamed to positively insure alinement. When the line reaming is done from outside and from underside of stabilizer, a 0.5-inch diameter hole is required in the horizontal stabilizer outer skin. If reamed from top, the spar cap may be removed locally to clear reamer. Rework of the skin shall be in accordance with Canadair Drawing 28- 22135. (d) Fittings, P/N 28-A24498 A and B, and P/N 28-A24670 whose .375-inch diameter (original) holes are elongated beyond .4750-inch plus or minus .0005-inch must be replaced. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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 increase for such operator. This directive effective November 1, 1961.
93-25-05: 93-25-05 ALLISON: Amendment 39-8771. Docket 91-ANE-50. Applicability: Allison Model 250-C20S turbine engines, as modified by Soloy Conversion, Ltd., Supplemental Type Certificate (STC) SE2352NM, installed on but not limited to Cessna 206 and 207 airplanes. Compliance: Required as indicated, unless accomplished previously. To prevent bolt fretting and fatigue failure, main engine driveshaft detachment, and engine failure, accomplish the following: (a) Within 90 days after the effective date of this AD, inspect the main engine driveshaft and replace the driveshaft flex coupling bolts, bushings, and nuts in accordance with Soloy Corporation Service Bulletin No. 04- 780, dated December 11, 1991. Replace with a serviceable part those main engine driveshafts with elongated bolt holes. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Seattle Aircraft Certification Office. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection, and replacement, if necessary, shall be done in accordance with the following service bulletin: Document No. Pages Revision Date Soloy Corporation Service Bulletin No. 04-780 1-3 Original December 11, 1991 Total Pages: 3. 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 Soloy Corporation, 450 Pat Kennedy Way, S.W., Olympia, WA 98501- 7298; telephone (206) 754-7000. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on February 22, 1994.
2001-18-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Models 1900, 1900C, and 1900D airplanes. This AD requires you to inspect all four flap flexible shaft assemblies for the correct diagonal wrap and the correct installation. This AD also requires you to replace any flap flexible shaft assembly that has an incorrect diagonal wrap or incorrect installation. This AD is the result of several occurrences of flap extension/retraction failures on the affected airplanes due to the inner flexible shaft ends separating or disengaging. The actions specified by this AD are intended to prevent these flap extension/retraction failures due to incorrectly configured flap flexible shaft assemblies. Such failure could result in an asymmetric flap condition during flight if the flap safety switch fails to function properly.
2001-17-34: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes, and Model MD-88 airplanes, that currently requires an inspection to detect damage, burn marks, or discoloration at certain electrical plugs and receptacles of the sidewall lighting in the passenger cabin, and correction of discrepancies. That AD also requires modification of the electrical connectors, which terminates the inspection requirement. That action was prompted by reports of failures of the electrical connectors in the sidewall fluorescent lighting, which resulted in smoke or lighting interruption in the passenger cabin. This amendment expands the applicability of the existing AD to include additional airplanes. This amendment is intended to prevent failures of the electrical connectors, which could result in poor socket/pin contact, excessive heat, electrical arcing, and subsequently, connector burn-through andsmoke and/or fire in the passenger cabin.
78-16-07: 78-16-07 ROLLS-ROYCE, LTD: Amendment 39-3276. Applies to Model 511-8 engines which have high pressure fuel pumps with 1500 or more hours time in service, installed on, but not limited to, Grumman Gulfstream 1159 airplanes, that have high pressure fuel shutoff valves which are modified in accordance with Lucas Service Bulletin Sp 73-158 and the associated engine high pressure fuel pump is not modified to Lucas Service Bulletin Sp 73-127 or Lucas Service Bulletin Sp 73-212. Compliance is required as indicated, unless already accomplished. To prevent inflight engine flameouts, accomplish the following: 1. Within 25 hours time in service after the effective date of this AD, unless accomplished in the last 50 hours time in service, inspect the primary inlet strainer of the high pressure fuel shutoff valve for the accumulation of debris in accordance with Rolls-Royce Spey engine Service Bulletin Sp 73-182, Revision 1, dated December 1977, or FAA-approved equivalent, as follows: (a) If no metallic debris is found: (i) Clean the strainer, and (ii) Return the strainer to service. (b) If debris is found which contains hard bronze particles: (i) Remove the high pressure fuel pump, and (ii) Install a pump found to be serviceable in accordance with Lucas Overhaul Manual, Chapter 73, or an FAA-approved equivalent. (c) If debris is found which contains light silver metallic material: (i) Clean and reinstall the strainer, and (ii) Inspect the low pressure governor main inlet strainer in accordance with Rolls-Royce Spey engine Maintenance Manual, Chapter 73-20-21, or an FAA-approved equivalent. (d) If debris is found in the low pressure governor main inlet screen which contains hard bronze particles, install a replacement high pressure fuel pump in accordance with paragraph 1(b)(ii) of this AD. (e) If debris is found in the low pressure governor main inlet screen which contains light silver metallic material: (i) Clean the strainer and reinstall, and (ii) Install a replacement high pressure fuel pump in accordance with paragraph 1(b)(ii) of this AD, or (iii) Return to service for a maximum of 10 hours time in service, provided the opposite engine is not being operated under the same restriction, and before additional time in service, install a replacement high pressure fuel pump in accordance with paragraph 1(b)(ii) of this AD. 2. Repeat the inspection specified in paragraph 1 of this AD at 50 hour intervals until the installation required by paragraph 3 of this AD is accomplished. 3. Within 2,000 hours high pressure fuel pump time in service after the effective date of this AD, unless already accomplished, install a high pressure fuel pump which has been modified in accordance with Lucas Service Bulletin Sp 73-127 or Lucas Service Bulletin Sp 73-212, or an FAA-approved equivalent. 4. Equivalent methods of compliance with this AD or adjustment of the inspection intervals required by this AD may be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York 09667, if the request is submitted through an FAA Maintenance Inspector and contains substantiating data to justify the interval or method of compliance for that operator. 5. In accordance with the provisions of FAR 21.197 and FAR 21.199, the aircraft may be flown to a base where the inspections or modifications required by this AD may be accomplished. This amendment becomes effective August 21, 1978.
86-25-51: 86-25-51 PRATT & WHITNEY: Amendment 39-5528. Applies to Pratt & Whitney (PW) JT9D-7R4D, D1, E, E1, E4, and H1 turbofan engines installed on Boeing Company B767, and Airbus Industries A310 and A300 aircraft. Compliance is required as indicated, unless already accomplished. To prevent low altitude surges which could result in an inflight shutdown on JT9D-7R4 series engines installed on B767, A310, or A300 aircraft, accomplish the following: (a) Inspect inlet guide vane (IGV), stage 5, stage 6, and stage 7 compressor variable stator vane synchronizing ring runners within the next 10 calendar days in service from the effective date of this AD in accordance with the applicable PW JT9D-7R4 engine manual, Part Number (P/N) 785058, 785059, or 789328. Determine if the engine is configured with IGV, stage 5, stage 6, and stage 7 runners with a Class 2 average or more. NOTE: Definition of Class 2 average is an arithmetic average of the IGV, stage 5, stage 6, and stage 7stage runner classes. The IGV through stage 7 runners, P/N's 678495, 678496, 698497, and 623625, respectively, are classified as being Class 1, 2, or 3. The IGV through stage 7 runners P/N's 804046, 804047, 804048, and 804049, respectively, as defined in PW SB 72-316, are non-classified but for the purpose of computing class average are computed as Class 3, even though P/N 804049 stage 7 runner will provide greater clearance than P/N 623625 Class 3 stage 7 runner. (1) B767, A310, and A300 aircraft with at least one installed JT9D-7R4 series engine configured with IGV through stage 7 runners with a Class 2 average or more may be returned to service, provided the applicable following procedure is adhered to and incorporated into the normal procedure section of the aircraft flight manual (AFM): (i) Operate B767 aircraft in accordance with Boeing B767 Operations Bulletin Number (OB) 86-13, dated December 9, 1986, or FAA approved equivalent. (ii) Operate A300 series andA310 series aircraft in accordance with Airbus Operations Engineering Bulletin Numbers (OEB) 50/1 and 86/1 respectively, or FAA approved equivalent. (2) For B767, A310, and A300 aircraft with both JT9D-7R4 series engines configured with IGV through stage 7 runners with less than a Class 2 average, accomplish the following prior to further flight: Remove and replace runners with a suitable class to establish a Class 2 average or greater, or accomplish PW service bulletin (SB) 72-316 dated October 22, 1986, or FAA approved equivalent, on at least one installed engine. Aircraft may then be returned to service in accordance with paragraph (a)(1) above. (b) Modify IGV through stage 7 runners in accordance with PW SB 72-316, dated October 22, 1986, or FAA approved equivalent, prior to December 31, 1987. NOTE: For an individual operator whose fleet of B767, A310, or A300 aircraft have both engines on all aircraft configured with IGV through stage 7 runners with a Class2 average or greater, or in accordance with paragraph (b) above, the procedure specified in paragraph (a)(1)(i) or (a)(1)(ii) may be discontinued and removed from the aircraft flight manual. 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. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, may adjust the compliance times specified in this AD. PW SB 72-316, dated October 22, 1986; Boeing B767 OB 86-13, dated December 9, 1986; and Airbus OEB 50/1 and 86/1, identified and described in this document are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies, upon request, from Pratt & Whitney, Commercial Division, 400 Main Street, East Hartford, Connecticut 06108; Airbus Industries, Flight Division, Office of Airworthiness, P.O. Box 33, F-31707 Blagnac Cedex, France; and Boeing Commercial Airplane Company, P.O. Box 3707, MS 3k-13, Seattle Washington 98124-2207. These documents 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, Rules Docket Number 86-ANE-50, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on March 20, 1987, as to all persons except those persons to whom it was made immediately effective by TAD, issued December 11, 1986, which contained thisamendment.
94-17-13: 94-17-13 Hartzell Propeller Inc.: Amendment 39-9008. Docket No. 94-ANE-19. Supersedes AD 93-16-14, Amendment 39-8704. Applicability: Hartzell Propeller Inc. HC-( )3Y( )-( ) series three-bladed propellers with model designations and serial number ranges listed as follows: Propeller Basic Hub Model Propeller Serial Number Range PHC-C3YF-1R( ) EE1 through EE1461 PHC-J3YF-1R( ) FP1 through FP37 PHC-L3YF-1R( ) FD1 through FD7 HC-C3YF-1R( ) EC1 through EC1020 HC-C3YK-1R( ) or HC-C3YR-1R( ) DY1 through DY1897 HC-C3YK-1( ) CT1 through CT101 HC-C3YK-2( ) or HC-C3YR-2( ) CK1 through CK3510 HC-C3YK-4( ) or HC-C3YR-4( ) EL1 through EL67 HC-E3YK-1( ) or HC-E3YR-1( ) FM1 through FM487 HC-E3YK-2( ) or HC-E3YR-2( ) DF1 through DF79 HC-E3YK-2A( ) or HC-E3YR-2A( ) DJ1 through DJ7787 HC-F3YK-2( ) or HC-F3YR-2( ) DA1 through DA1586 HC-F3YK-1( ) or HC-F3YR-1( ) DB1 through DB137 HC-I3YK-2( ) or HC-I3YR-2( ) FS1 through FS32 This airworthinessdirective (AD) applies to the above affected propellers when installed on any agricultural aircraft with any engine, or installed on any aircraft utilizing Textron Lycoming TIO-540 or LTIO-540 series reciprocating engines, or IO-540 series reciprocating engines that have a turbocharger added by the airframe manufacturer or have been modified by a Supplemental Type Certificate (STC) to incorporate a turbocharger, or a turbocharger retrofitted to an IO-540 engine by any other means. The known affected propellers are generally installed on, but not limited to the following aircraft: AGRICULTURAL AIRCRAFT: Fletcher FU24-950 Cessna A188 Agwagon modified by STC SA895SO Piper PA-36-285 and PA-36-300 (three-bladed propellers only) Piper PA-36-375 Piper PA-36 Pawnee modified by STC SA3952WE Transavia Airtruk Models and PL-12/T-300 Skyfarmer AIRCRAFT WITH TEXTRON LYCOMING TIO-540, LTIO-540, and TURBOCHARGED IO-540 SERIES ENGINES: Cessna 310 and 320 modified by Riley STC SA2082WE Gulfstream 700 (formerly Rockwell 700, Fuji FA-300-12) Helio H-700 Piper PA-23-250 and PA-E23-250 (with TIO-540 only) Piper PA-31 Navajo (with TIO-540 only) Piper PA-31-325 Navajo C/R Piper PA-31-350 Navajo "Chieftain" Piper PA-31P-350 Mohave Piper T-1020 (same as PA-31-350) Piper PA-32(R)-301T Turbo Saratoga Aerostar PA-60-600, PA-60-601, PA-60-601P, PA-60-602P, and PA-60-700P. Propellers with model designations and serial number ranges listed above and installed on non-agricultural aircraft, which do NOT utilize Textron Lycoming TIO-540, LTIO-540, or turbocharged IO-540 series engines are exempt from this AD. Propellers with new post-1983 hub configurations, i.e., which have the relocated grease fitting holes near the hub parting line as shown in Figure 1, page 9, of Hartzell Propeller, Inc., Service Bulletin (SB) No. 165E, dated January 21, 1994, even though the propeller model and serial number are listed above, are exempt from this AD. Compliance:Required as indicated, unless accomplished previously. To prevent possible propeller hub failure due to cracks that originate in the grease fitting holes on the side of the hub, which could result in propeller blade separation and loss of the aircraft, accomplish the following: (a) For propellers installed on Textron Lycoming TIO-540 or LTIO-540 series reciprocating engines or turbocharged IO-540 series reciprocating engines which are installed on Piper PA-31-325 Navajo C/R, PA-31-350 Navajo "Chieftain," T-1020 (same as PA-31-350), PA- 60-700P, Aerostar 700P aircraft, or propellers installed on any agricultural aircraft with any engine, accomplish the following: (1) Within 10 hours time in service (TIS) after the effective date of this AD, but not to exceed 25 hours TIS since the last inspection, whichever occurs first, and thereafter at intervals of 10 hours TIS, perform a visual inspection for presence of grease on the propeller and determine the source of this grease leakage prior to further flight. Following the visual inspection, perform an eddy current inspection (ECI) or fluorescent penetrant inspection (FPI) for cracks in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994. NOTE: Use of a black light to inspect the suspect area can aid in determining the source of grease leakage because authorized grease contains fluorescent properties. (i) If grease is leaking from the hub arm or wall, replace the propeller with a serviceable propeller prior to further flight. (ii) If grease is determined to be leaking from other causes, take the appropriate corrective maintenance action and record in appropriate maintenance records. (2) If a crack is found in a propeller hub during the inspections required in paragraph (a)(1) of this AD, replace the propeller hub prior to further flight with a new post-1983 configuration propeller hub, or with a serviceable 1983 or earlier hub that has been inspected in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994. Thereafter, perform a visual inspection, and ECI or FPI, for cracks in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994, at intervals not to exceed 10 hours TIS since the last inspection, unless a new post-1983 later style propeller hub is installed, per paragraph (d) of this AD. (b) For propellers installed on all other aircraft models, except for the four non- agricultural models listed in paragraph (a) of this AD, and that utilize Textron Lycoming TIO- 540, LTIO-540, or turbocharged IO-540 series reciprocating engines accomplish the following: (1) Within 50 hours TIS after the effective date of this AD, but not to exceed 50 hours TIS since the last inspection, and thereafter at intervals of 50 hours TIS, perform a visual inspection for presence of grease on the propeller and determine the source of this grease leakage prior to further flight. Following the visual inspection,perform an ECI or FPI for cracks in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994. NOTE: Use of a black light to inspect the suspect area can aid in determining the source of grease leakage because authorized grease contains fluorescent properties. (i) If grease is leaking from the hub arm or wall, replace the propeller with a serviceable propeller prior to further flight. (ii) If grease is determined to be leaking from other causes, take the appropriate corrective maintenance action and record in appropriate maintenance records. (2) If a crack is found in a propeller hub during the inspections required in paragraph (b)(1) of this AD, replace the hub prior to further flight with a new post-1983 configuration propeller hub, or with a serviceable 1983 or earlier hub that has been inspected in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994. Thereafter, perform a visual inspection, and ECI or FPI, at intervals not to exceed 50 hours TIS since the last inspection, in accordance with paragraph (b)(1) of this AD, unless a new post-1983 configuration propeller hub is installed, per paragraph (d) of this AD. (c) An alternative method of compliance in Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994, describes a propeller hub modification to chamfer the inside and outside hub arm surfaces of the grease hole fitting. Performing this interim modification allows an operator to extend the initial and repetitive inspection period as required by paragraphs (a)(1) or (b)(1) of this AD, as applicable, to 400 hours TIS. (1) For propellers installed on aircraft listed in paragraph (a) of this AD, once 400 hours TIS is reached, or 36 calendar months after the effective date of this AD, whichever occurs first, the propeller hub must be replaced in accordance with paragraph (d) of this AD. (2) For propellers installed on aircraft listed in paragraph (b) of this AD, once 400 hoursTIS is reached, or 36 calendar months after the effective date of this AD, whichever occurs first, an internal inspection is required at intervals not to exceed 400 hours TIS since last inspection in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994, or replacement of the hubs must be determined in accordance with paragraph (d) of this AD. (d) For propellers installed on aircraft listed in paragraph (a) of this AD, install new post-1983 configuration propeller hubs that have fitting holes near the hub parting line prior to June 30, 1995, or in accordance with the time extension provided in paragraph (c) of this AD. For propellers installed in aircraft listed in paragraph (b) of this AD, this replacement is optional. For all affected propellers, this replacement constitutes terminating action to the inspection requirements of this AD. (e) Propeller hubs that are configured 1983 or earlier, with the grease fitting holes located on the side of the hub,that have been removed from service cannot ever be approved for return to service. (f) 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, Chicago Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Chicago Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Chicago Aircraft Certification Office. (g) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the inspections may be performed. (h) The inspections and modification shall be done in accordance with the following service document: Document No. Pages Date Hartzell Propeller Inc. SB No. 165E 1-10 January 21, 1994 Total pages: 10. 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 Hartzell Propeller Inc., One Propeller Place, Piqua, OH 45356-2834; telephone (513) 778-4200, fax (513) 778-4391. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (i) This amendment becomes effective on September 15, 1994.
85-22-10: 85-22-10 COLLINS AVIONICS DIVISION/ROCKWELL INTERNATIONAL: Amendment 39-5207. Applies to the following flight director indicators and horizontal situation indicators certificated to the applicable requirements of Technical Standard Orders C3a, C3b, C4c, C52a, and C66a (*): MODEL PART NO. SERIAL NO. 329B-7A 522-3206-005 5018 thru and including 5021 329B-7J 522-3867-003 1000 thru and including 1001 ADI-44V 622-5139-001 1024 thru and including 1036 622-5139-002 1024 thru and including 1036 622-5139-003 1024 thru and including 1036 622-5139-004 1024 thru and including 1036 ADI-84 787-6173-013 4079 thru and including 4109 787-6173-016 4079 thru and including 4109 ADI-84A 622-3594-013 5549 thru and including 5646 622-3594-015 5549 thru and including 5646 622-3594-016 5549 thru and including 5646 622-3594-017 5549 thru and including 5646 331A-8H 777-1026-004 3204 thru and including 3227 HSI-45 622-4298-001 1246 thru and including 1326 HSI-70 622-4913-001 1670 thru and including 1681 (*) This AD only applies to indicators manufactured between June 1, 1985, and October 25, 1985. It does not apply to indicators installed in an aircraft prior to June 1, 1985. Compliance: Required as indicated unless already accomplished. To prevent internal gear slippage that may result in erroneous display, with no warning annunciation, of pitch and/or roll command and roll pointer displays in flight director indicators or course and/or heading displays in horizontal situation indicators, accomplish the following: (a) For affected flight director indicators, prior to further use, or if installed in an aircraft, prior to further flight, remove the indicator, inspect the gear shaft assemblies to determine if the taper pin is properly installed, and if necessary, modify the assemblies in accordance with the instructions contained in the appropriate Collins' Alert Service Bulletin identified below: MODEL ALERT SERVICE BULLETIN NO. DATE 329B-7A A13 October 25, 1985 329B-7J A9 October 25, 1985 ADI-44V A4 October 25, 1985 ADI-84 A10 October 29, 1985 ADI-84A A10 October 29, 1985 (b) For affected horizontal situation indicators not installed in an aircraft, prior to further use, inspect the gear shaft assemblies to determine if the taper pin is properly installed, and if necessary, modify the assemblies in accordance with the instructions contained in the appropriate Collins' Alert Service Bulletin identified below: MODEL ALERT SERVICE BULLETIN NO. DATE 331A-8H A7 October 28, 1985 HSI-45 A4 October 28, 1985 HSI-70 A1 October 29, 1985 (c) For affected Models 331A-8H and HSI-45 horizontal situation indicators installed on an aircraft: (1) Prior to further flight, deactivate the autopilot and flight director by pulling the respective circuit breakers, and, (2) Fabricate and install on the instrument panel adjacent to the HSI/ADI and visible to the pilot the following placard using letters of a minimum 0.10 inch in height: "AP/FD INOPERATIVE. COURSE AND HEADING INDEX NOT TO BE USED FOR NAVIGATION," and operate the aircraft accordingly. (3) Within 25 hours time-in-service after the effective date of this AD, inspect the gear shaft assemblies to determine if the taper pin is properly installed, and if necessary, modify the assemblies in accordance with the instructions in the appropriate Collins' Alert Service Bulletin identified below: MODEL ALERT SERVICE BULLETIN NO. DATE 331A-8H A7 October 29, 1985 HSI-45 A4 October 28, 1985 (4) The requirements of paragraphs (c)(1) and (c)(2) of this AD are no longer required when paragraph (c)(3) of this AD has been accomplished. (d) For affected Model HSI-70 horizontal situation indicators installed on an aircraft, prior to further flight, remove the indicator. Prior to further use of the indicator, inspect the gear shaft assemblies todetermine if the taper pin is properly installed, and if necessary modify the assemblies in accordance with the instructions contained in Collins' Alert Service Bulletin No. A1, dated October 29, 1985. (e) The inspection and modification requirements of paragraphs (a) through (d) of this AD must be accomplished by a FAA certified instrument repair station. (f) Within five (5) days report, in writing, all defects found during accomplishment of this AD to the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056.) (g) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (h) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Collins Radio Division/Rockwell International, 400 Collins Road NE, Cedar Rapids, Iowa 52406 or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective December 31, 1985, as to all persons except those persons to whom it was made immediately effective by priority letter AD 85-22-10, issued October 30, 1985, which contained this amendment.
2016-26-08: We are superseding Airworthiness Directive (AD) 2014-22-01 for all PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, PC-12/47, and PC-12/ 47E airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as a need to incorporate new revisions into the Limitations section, Chapter 4, of the FAA-approved maintenance program (e.g., maintenance manual). The limitations were revised to include repetitive inspections of the main landing gear (MLG) attachment bolts. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-17-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model DH.125, HS.125, BH.125, and BAe. 125 (U-125 and C-29A) series airplanes; Model Hawker 800, Hawker 800 (U-125A), Hawker 800XP, and Hawker 1000 airplanes, that requires an inspection for cracking or corrosion of the cylinder head lugs of the main landing gear (MLG) actuator and follow-on/corrective actions. This amendment is prompted by reports of attachment lugs cracking at the actuator cylinder head. The actions specified by this AD are intended to prevent separation of the cylinder head lugs, which could prevent the MLG from extending and result in a partial gear-up landing.