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2008-22-23: We are adopting a new airworthiness directive (AD) for the product listed above. 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: In-flight engine shutdown incidents have been reported on aircraft equipped with TAE 125-02-99 engines. Preliminary investigations showed that it was mainly the result of cracked disc springs in the clutch. This AD requires actions that are intended to address the unsafe condition described in the MCAI, which could result in engine in-flight shutdown and the subsequent loss of control of the airplane. DATES: This AD becomes November 19, 2008. The Director of the Federal Register approved the incorporation by reference of TAE Service Bulletin TM TAE 125-1006 P1, Revision 1, dated May 30, 2008, listed in the AD as of November 19, 2008. We must receive comments on this AD by December 4, 2008.
72-15-01: 72-15-01 HAWKER SIDDELEY AVIATION LTD.: Amendment 39-1483. Applies to deHavilland "Heron" Model DH-114 airplanes. To prevent a possible failure of the wing to fuselage attachment, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with one of the AD's specified in subparagraph (a)(4), comply with subparagraphs (a)(1), (a)(2), and (a)(3), and thereafter comply with subparagraph (a)(2) at intervals not to exceed six years from the last inspection and with (a)(3) at intervals not to exceed 4,500 hours' time in service from the last inspection. (1) Inspect the bore of the wing main spar lower pick-up fittings for chrome plating in accordance with Appendix 1 of Hawker Siddeley Aviation Limited Technical News Sheet, Series: Heron (114) No. W. 17, Issue 1, dated July, 7, 1970, or an FAA-approved equivalent. If a bore is found to be chrome plated, before further flight, replace the affected fitting with a serviceable fitting that does not have a chrome plated bore. (2) Inspect the wing main spar lower pick-up fittings, the fuselage center section spar boom lugs, and the main wing to fuselage lower attachment bolts for corrosion, surface roughness, and signs of fretting in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: Heron (114), No. W. 9, Issue 5, dated July 12, 1971, or an FAA-approved equivalent. (3) Inspect the total length of the bore of the wing main spar lower pick-up fittings for cracks in accordance with Appendix 2 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: Heron (114), No. W.9 (referred to above), or on FAA-approved equivalent. Eddy Current equipment, of a manufacture not specified in the referenced service bulletin, may be used to comply with this subparagraph, if the equipment meets the sensitivity requirement contained in the referenced service bulletin, the equipment is suitable for inspection of ferrous materials, and the procedure used to operate the equipment complies with the equipment manufacturer's recommended operating instructions. (4) Previous AD's on this same subject which may be used in establishing compliance with the initial inspection specified in paragraph (a) are: AD 70-15-11, Amendment 39-1041 issued July 13, 1970, as amended by Amendment 39-1186 issued March 31, 1971; AD 70-12-09, Amendment 39-1010, dated June 8, 1970; AD 70-05-04, Amendment 39-948, dated May 28, 1970; and the telegraphic AD's dated May 28, 1970, and June 11, 1970. (b) Each time the wing to fuselage lower joint is reassembled after any inspection required by this AD or for any other reason, apply corrosion protection in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: Heron (114) No. W. 9 (referred to above), or an FAA-approved equivalent. (c) If during the inspections required by subparagraphs (a)(2) or (a)(3), corrosion, pitting, fretting, or corrosion discoloration is found which cannot be removed using the procedures in Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheets, Series: Heron (114), No. W. 9 (referred to above), or an FAA-approved equivalent, or if cracks are found in the wing main spar pick-up fitting bore, before further flight, replace the affected part with a serviceable part of the same part number except as provided in paragraphs (d), (e) and (f) of this AD. (d) If during the inspections required by paragraph (a), the following obsolete main wing to fuselage lower attachment bolts are found, before further flight, replace the obsolete bolts with the appropriate replacement bolts listed below: Obsolete Bolt P/Ns Replacement Bolt P/Ns 14.FS.15 14FS.6669 14.FS.3985 14FS.6669 14.FS.6399 14FS.6669 14.2FS.1555 14.2FS.575 RD.14W.173ND RD.14FS.274 RD.14W.175ND RD.14FS.275 RD.14FS.262 RD.14FS.271 RD.14FS.259 RD.14FS.272 RD.14FS.260 RD.14FS.273 RD.14FS.165 RD.14FS.273 (e) If during the inspections required by paragraph (a), the following obsolete main wing to fuselage lower attachment bolts are found, before further flight, ream the wing center section spar boom lugs and main spar lower pick-up fittings in accordance with Hawker Siddeley Repair Drawings RD.14FS.263 and RD.14FS.270 or FAA-approved equivalents and replace the obsolete bolts with the appropriate replacement bolts listed below: ObsoleteBolt P/Ns Replacement Bolt P/Ns RD.14FS.254 RD.14FS.271 RD.14FS.232 RD.14FS.272 RD.14FS.223 RD.14FS.273 (f) If during the inspections required by paragraph (a), main wing to fuselage lower attachment bolts are found which are other than those listed as either obsolete or replacement bolts in paragraphs (c) and (d), before further flight, report the part number for the installed bolts to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region to obtain the identification of the required replacement bolts (reporting approved by the Bureau of the Budget under BOB No. 04.R 0174). Upon receipt of notice giving the part number of the required replacement bolts, install the replacement bolts specified in the notification. This amendment supersedes Amendment 39-1041 (35 F. R. 11554), AD 70-15-11 as amended by Amendment 39-1186 (36 F.R. 5967). This amendment becomes effective July 11, 1972.
98-10-09: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-10-09 which was sent previously to all known U.S. owners and operators of Eurocopter France Model SA.315B, SA.316B, SA.316C, SA.319B, and SE.3160 helicopters by individual letters. This AD requires an initial and recurring inspections of the blade spar for cracks. This amendment is prompted by an accident in which a Model SA.315B helicopter lost a main rotor blade. The cause of the blade failure was fatigue cracking. This condition, if not corrected, could result in separation of a blade and subsequent loss of control of the helicopter.
2013-02-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports from the manufacturer that center overhead stowage (COS) boxes could fall from their supports under forward load levels less than the 9 g forward load requirements as defined by certain regulations. This AD requires modifying COS boxes by installing new brackets, stiffeners, and hardware as needed. We are issuing this AD to prevent detachment of COS boxes at forward load levels less than 9 g during an emergency landing, which would cause injury to passengers and/or crew, and could impede subsequent rapid evacuation.
76-01-08: 76-01-08 PRATT & WHITNEY AIRCRAFT: Amendment 39-2492 as amended by Amendment 39-2603. Applies to all Pratt & Whitney Model JT4A turbojet engines containing tenth stage compressor blades, P/N 499710 and P/N 310010. To prevent possible tenth stage compressor blade failure resulting in case penetration, shotpeen the blades in accordance with JT4A Overhaul Manual, P/N 384887, Section 72-36-1, and apply antigalling compound in accordance with TR 72-617, of JT4A Overhaul Manual P/N 384887, in accordance with the following schedule: 1. Within 4000 hours time in service since the last shotpeening to 6A intensity or within 2000 hours time in service since January 28, 1976, whichever is later, and every 4000 hours time in service thereafter. 2. Within 6000 hours time in service since the last shotpeening to 11A intensity or 2000 hours after January 28, 1976, whichever is later and every 6000 hours time in service thereafter. 3. Blades that have never been shotpeened must be shotpeened within 2000 hours time in service since January 28, 1976, and are subsequently subject to the repetitive shotpeening requirements of paragraphs 1 and 2. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the repetitive shotpeen 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 that operator. 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 Pratt & Whitney Aircraft, Division of United Aircraft Corporation, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at New England Region. Amendment 39-2492 became effective on January 28, 1976. This amendment 39-2603 becomes effective May 20, 1976.
98-18-02: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Industrie Model A300-600 series airplanes, that currently requires inspections to detect cracks in the center spar sealing angles adjacent to the pylon rear attachment and in the adjacent butt strap and skin panel, and correction of discrepancies. This amendment requires that the initial inspections be accomplished at reduced thresholds. This action also limits the applicability of the existing AD. This amendment is prompted by reports of cracking in the vertical web of the center spar sealing angles of the wing. The actions specified by this AD are intended to prevent crack formation in the sealing angles; such cracks could rupture and lead to subsequent crack formation in the bottom skin of the wing, and resultant reduced structural integrity of the center spar section of the wing.
82-22-05: 82-22-05 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4478. Applies to Model AS332C/AS332L series helicopters certificated in all categories that are equipped with main rotor spindles P/N 330A31.1122.09 and .10. Compliance is required as indicated. To detect fretting corrosion and to prevent possible cracking of the main rotor head spindle yoke lugs, accomplish the following: (a) Prior to the first flight of each day following the effective date of the AD, accomplish a visual inspection in accordance with Aerospatiale AS332 Service Bulletin No. 05.02, paragraph 1C(2)(a) or equivalent approved by the Manager, FAA, Europe, Africa and Middle East office. (b) Within the next 25 hours' time in service following the effective date of this AD, unless already accomplished, check the torque of the flap hinge pin nut in accordance with Aerospatiale AS332 Service Bulletin No. 05.02, paragraph 1C(1)(a) or an equivalent approved by the Manager, FAA, Europe, Africa and Middle East office. Thereafter, at intervals not to exceed 25 hours' time in service since the last inspection, accomplish the inspection in accordance with Aerospatiale AS332 Service Bulletin No. 05.02, paragraph 1C(1)(c) or an equivalent approved by the Manager, FAA, Europe, Africa and Middle East office. (c) Within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' total time in service, inspect the spindle yoke lug in accordance with Aerospatiale AS332 Service Bulletin No. 05.02, paragraph 1C(2)(b) or an equivalent inspection approved by the Manager, FAA, Europe, Africa and Middle East office. NOTE: (1) For spindles having 90 hours' or more time in service, accomplish the inspection of paragraph (c) of this AD within 10 hours' additional time in service following the effective date of this AD. (2) For spindles having less than 90 hours' time in service, accomplish the inspection of paragraph (c) of this AD prior to attaining 100 hours' total time in service. (d) In addition to the inspection instructions noted in paragraphs (a), (b) and (c) of this AD, the service life limit of the main rotor hub spindles, PN 330A31.1112.09 and .10 is effectively reduced from 1500 hours' to 300 hours' total time in service. For spindles with more than 300 hours' time in service on the effective date of this AD, remove from service prior to attaining an additional 25 hours' time in service. (e) The collective pitch limit in level flight specified in the Rotorcraft Flight Manual, Section 2-1, paragraph 15, is reduced from 16.5 degrees to 16 degrees or less and the airspeed is limited to IAS = 131 KT (243 KM/HR). The following placard must be installed adjacent to the pilot and copilot airspeed indicators. The placard must be within sight of and readable by the pilot and copilot. EXCEPT IN CASE OF EMERGENCY, COLLECTIVE PITCH IN LEVEL FLIGHT IS LIMITED TO 16 DEGREES AND THE AIRSPEED IS NOT TO EXCEED THE FOLLOWING LIMITS: HP A/S KTS IAS SL 131 1000 128 2000 126 3000 124 4000 120 5000 116 7000 108 9000 96 11000 85 13000 71 This amendment becomes effective November 11, 1982.
2013-02-03: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-Trent 970-84, 970B-84, 972-84, 972B-84, 977- 84, 977B-84, and 980-84 turbofan engines. This AD requires replacement of the fuel oil heat exchanger (FOHE). This AD was prompted by a report of an in-flight increase of N2 intermediate pressure rotor vibrations resulting in an engine surge and pilot shut down of the engine. We are issuing this AD to prevent rotor bearing oil starvation, uncontained engine failure, and damage to the airplane.
90-20-05: 90-20-05 CHRISTEN INDUSTRIES, INC: Amendment 39-6741. Docket No. 90-CE-30-AD. Applicability: Model A-1 (Husky), (Serial Numbers 1001 thru 1125) airplanes, certificated in any category. Compliance: Required as indicated unless already accomplished. To prevent failure of the forward seat back, which could result in loss of control of the airplane, accomplish the following: (a) Within the next 25 hours time-in-service (TIS) after the effective date of this AD, visually inspect both sides of the front seat back for cracks using a 10x glass on the weld area where the diagonal support tube Part Number (P/N) 35039-008 is attached to the back support tube P/N 35034-005. (1) If no cracks are found, reinspect this welded area at intervals of 25 hours TIS thereafter. (2) If cracks are found, prior to further flight modify the seat by the installation of the seat reinforcement kit as specified in Christen Industries Inc., Service Bulletin No. 2, dated July 25, 1990. (b) Within the next 100 hours TIS after the effective date of this AD, unless accomplished per the instructions in paragraph (a) (2) of this AD, modify the airplane by installing the seat reinforcement kit as specified by Christen Industries Inc., Service Bulletin No. 2, dated July 25, 1990. The inspections required by paragraph (a) of this AD are no longer required when the airplane has been modified with the seat reinforcement kit. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (d) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Denver Aircraft Certification Field Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Denver Aircraft Certification Field Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Christen Industries, Inc., P.O. Box 547, Afton, Wyoming 83110, Telephone (307) 886- 3151, or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6741, AD 90-20-05) becomes effective on October 15, 1990.
98-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that requires repetitive inspections to detect fatigue cracking of certain fuselage skin panels, and repair, if necessary. For certain airplanes, this amendment also provides for an optional preventative modification, which, if accomplished, would terminate the repetitive inspections. This amendment is prompted by reports of fatigue cracking of certain fuselage skin panels. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in reduced structural integrity of the airplane, and consequent loss of pressurization.