Results
95-14-08: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 airplanes, that requires repetitive inspections to detect discrepancies of certain fittings and the actuator beam structure of the nose landing gear, and replacement of discrepant parts. This amendment is prompted by reports of fatigue cracking of the undercarriage bracing of the nose wheel. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in the failure of the structure and fittings, and subsequent collapse of the nose landing gear.
2014-13-06: We are adopting a new airworthiness directive (AD) for certain Learjet Inc. Model 45 airplanes. This AD was prompted by a report of two cases of premature corrosion found on the structural support flange for the engine thrust reverser. This AD requires inspecting for any corrosion, and damage to the sealant; installing sealants and gaskets; and related investigative and corrective actions as necessary. We are issuing this AD to prevent failure of the thrust reverser structural support, which could result in departure of the thrust reverser from the engine that could subsequently result in damage to the adjacent support structure and engine controls, airframe structure, and control surfaces. Departing thrust reversers could also result in injury to persons on the ground.
2014-13-16: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by the finding of an uncertified main landing gear (MLG) inboard retraction actuator bracket pin installed on an in- service airplane. This AD requires inspection of the MLG inboard retraction actuator bracket for a part number, and replacement if necessary. We are issuing this AD to detect and correct uncertified pins in the MLG inboard retraction actuator bracket, which could result in pin failure, leading to an MLG extension without damping, and a potential for MLG structural damage and possible collapse during landing.
2014-11-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. This AD was prompted by reports of severe corrosion on bonding jumpers installed on the flight control surfaces. This AD requires repetitive bonding jumper inspections for corrosion, sealant disbond, and insufficient sealant coverage; and corrective actions if necessary. This AD also specifies an optional inspection for corrosion damage of the bonding brackets, and corrective actions if necessary, which would terminate the repetitive inspections. For certain airplanes, this AD requires installing certain bonding jumpers, and replacing single-tabbed brackets with two-tabbed brackets. We are issuing this AD to detect and correct corrosion on bonding jumpers installed on the flight control surfaces, which, in the event of a lightning strike, could damage the actuator control electronics (ACEs) and result in the loss of the ability to commandindividual flight control surfaces or cause uncommanded motion of individual flight control surfaces.
99-26-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to ensure the proper condition of the engine thrust link components, and follow-on corrective action, if necessary; and replacement of the end cap assembly with an improved assembly. Such replacement, when accomplished, terminates the repetitive inspections. This amendment is prompted by a report of fatigue cracking of end cap bolts caused by improper installation. The actions specified by this AD are intended to prevent failure of the end cap assembly, which could lead to separation of the engine from the airplane in the event of a primary thrust linkage failure.
86-09-01 R1: 86-09-01 R1 PRATT & WHITNEY: Amendment 39-5268 as amended by Amendment 39-5928. Applies to Pratt & Whitney (PW) JT9D-3A, -7, -7A, -7AH, -7H, -7F, -7J, -20, -59A, -70A, -7Q, and -7Q3 series turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent low pressure turbine (LPT) case penetration that can result from turbine vane antirotation pin failure, accomplish the following: (a) Radioisotope inspect, and remove from service or reinspect stainless steel (AMS 5735) antirotation pins in LPT cases installed in PW JT9D-3A, -7, -7A, -7AH, -7H, -7F, -7J, and -20 turbofan engines as follows: (1) Radioisotope inspect for broken LPT stages three, four, five, and six turbine vane antirotation pins in accordance with the Accomplishment Instructions contained in PW Service Bulletin (SB) 5735, dated February 20, 1987, within the next 750 hours time in service (TIS) after the effective date of this AD or within 4,000 hours TIS since the last LPT module shop visit, whichever occurs later. (2) Remove from service, prior to further flight, engines with LPT cases found to contain more than 18 pins broken in any stage, or with any number of broken pins which results in a circumferential gap between any two vanes that exceeds 0.500 inch as measured on the film and replace the pins in accordance with paragraph (b) below. (3) Reinspect thereafter and remove from service in accordance with the requirements of Table I in PW SB 5735, dated February 20, 1987. LPT cases found to have no broken pins do not require reinspection prior to pin replacement in accordance with paragraph (b) below. (b) Remove from service the entire set of stainless steel (AMS 5735) antirotation pins in LPT cases installed in PW JT9D-3A, -7, -7A, -7AH, -7H, -7F, -7J, and -20 turbofan engines, and replace with nickel alloy (AMS 5660/5661) pins in accordance with the Accomplishment Instructions contained in PW SB 5292, Revision 3, dated June24, 1985, when removed from service as required by paragraph (a) above; or at the next LPT module shop visit after May 13, 1986; or by December 31, 1989, whichever occurs first. (c) Incorporate additional LPT antirotation pins in the fourth, fifth, and sixth stage stator locations on PW JT9D-59A, -70A, -7Q, and -7Q3 turbofan engines at the next LPT module shop visit after May 13, 1986, or by December 31, 1989, whichever occurs first, in accordance with the Accomplishment Instructions contained in PW SB 5507, Revision 3, dated December 5, 1984. NOTES: (1) Compliance with this AD requires that the entire set of the antirotation pins must be replaced, since it has been determined that partial incorporation of pins in accordance with PW SB 5292, Revision 3, dated June 24, 1985, or earlier revisions of the SB, may not preclude failure of the pins. LPT modules incorporating partial sets of pins in accordance with the requirements of PW SB 5292, Revision 3, dated June 24, 1985, orearlier revisions of the SB are subject to the requirements of this AD. (2) For the purpose of this AD, an LPT module shop visit occurs when the LPT rotor is removed from the case and vane assembly. (3) Incorporation of the requirements of the FAA approved revisions of the PW SB's listed below constitutes an equivalent means of compliance with the respective paragraphs of this AD that reference these SB's: 1. PW SB 5292, Revision 4, dated April 8, 1987, or Revision 5, dated October 26, 1987. 2. PW SB 5735, Revision 1, dated June 12, 1987, or Revision 2, dated March 7, 1988. 3. PW SB 5507, Revision 4, dated June 16, 1987. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request, an equivalent means of compliance may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. (f) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance times specified in this AD. PW SB 5735, dated February 20, 1987, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Pratt & Whitney, Publication Department, P.O. Box 611, Middletown, Connecticut 06457. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 85-ANE-21, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5928, amends Amendment 39-5268, (51 FR 12509; April 11, 1986), AD 86-09-01. This amendment, 39-5928, becomes effective on July 6, 1988.
2014-14-02: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Canada Corp. (P&WC) PW120, PW121, PW121A, PW124B, PW127, PW127E, PW127F, PW127G, and PW127M turboprop engines. This AD requires removal of the O-ring seal from the fuel manifold fitting. This AD was prompted by reports of fuel leaks at the interface between the fuel manifold and the fuel nozzle that resulted in engine fire. We are issuing this AD to prevent in-flight fuel leakage, which could lead to engine fire, damage to the engine, and damage to the airplane.
2014-12-13: We are superseding Airworthiness Directive (AD) 2014-03-06 for all the Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2014-03-06 required repetitive inspections for cracking of the aft support fitting for the main landing gear (MLG) beam, and the rear spar upper chord and rear spar web in the area of rear spar station (RSS) 224.14; and repair if necessary. This AD clarifies two paragraph references. This AD was prompted by a determination that two paragraph references were in error. We are issuing this AD to detect and correct cracking of the aft support fitting for the main landing gear (MLG) beam, and the rear spar upper chord and rear spar web in the area of rear spar station (RSS) 224.14, which could grow and result in a fuel leak and possible fire.
99-26-05: This amendment adopts a new airworthiness directive (AD) that applies to the following airplanes that incorporate certain Facet (manufactured by the Purolator Products Company) induction air filters: - all The New Piper Aircraft, Inc. (Piper) Models PA-25, PA-25-235, PA-25-260, PA-28S-160, PA-28S-180, and PA-32S-300 airplanes; and - Piper Models PA-28-151 and PA-28-161 airplanes that incorporate a certain supplemental type certificate (STC). This AD requires replacing these induction air filters. This AD results from reports of cracking, splitting, crumbling, and deterioration (referred to as damage hereon) of Facet/Purolator induction air filters manufactured between a certain time period. The actions specified by this AD are intended to prevent pieces of a damaged induction air filter from being ingested into the engine, which could result in reduced or loss of engine power. Comments for inclusion in the Rules Docket must be received on or before February 17, 2000.
77-10-05: 77-10-05 BELL: Amendment 39-2893 as amended by Amendment 39-2988. Applies to Bell Model 212 helicopter certificated in all categories. Compliance required as indicated. To detect possible chordwise cracks in the main rotor blade skin from near the inboard end to near the outboard end and to detect eroded scarf joint filler, accomplish the following: (a) Before the first flight of each day, after the effective date of this Airworthiness Directive, accomplish the following: (1) Check the leading edge scarf joints of both main rotor blades for filler erosion. (2) Clean and fill scarf joints having filler eroded to the metal, as specified in item 4 of Bell Helicopter Textron Service Bulletin No. 212-77-2 dated January 28, 1977, or later approved revision. (3) Main rotor blades, P/N 204-012-001-33, and blades, P/N 204-012-001- 23 and -29, having serial numbers listed in Bell Service Bulletin No. 212-77-2 have an internal barrier behind the scarf joint anddo not require the check in paragraph (a)(1) of this AD. Main rotor blades, P/N 204-012-001-23 and -29 that have external cover, P/N 204-015-011-1 or -701, installed in accordance with Bell Helicopter Textron Technical Bulletin No. 212-77-6 dated April 6, 1977, or later approved revision do not require the check in paragraph (a)(1) of this AD. (b) For all Bell Model 212 helicopters having main rotor blades with 400 or more hours' total time in service on or after the effective date of this AD, accomplish either (1) or (2) of the following after the effective date of this AD: (1) For main rotor blades not equipped with Blade Inspection System (BIS) or not equipped with a properly functioning BIS: (i) Inspect the complete top and bottom surfaces of each main rotor blade before the first flight of each day and at intervals not to exceed 4 hours' time in service from the last inspection as specified in Part I, paragraph A, Bell Helicopter Textron Service Bulletin No. 212-75-6, Revision B, dated May 5, 1976, or later approved revisions. (ii) Further flight is prohibited if a crack is found in the blade skin. (2) For main rotor blades equipped with a properly functioning BIS that was factory installed, Blade P/N 212-012-001-33, or that was installed in accordance with the procedures and requirements of Bell Service Instruction No. 212-61, 204-32, or 205-45 dated August 13, 1976, or later approved revision: (i) Check the blade inspection system by pressing the test button on the BIS detector located on the butt end of each blade before the first flight of each day and at intervals not to exceed 4 hours' time in service from the last check. (ii) Further flight is prohibited if a steady light on the BIS detector occurs or if a crack in the blade is confirmed. (iii) The affected main rotor blade may be returned to service after a visual inspection is conducted in which no cracks are found and after a flashing light occurs onthe detector. (A flashing light indicates a closed or satisfactory circuit in the blade inspection system.) (c) The checks in paragraph (a)(1) and (b)(2)(i) of this AD may be performed by the pilot. Note: For the requirements regarding recording of compliance and method of compliance with this AD in the aircraft permanent maintenance record see FAR 91.173. (d) Equivalent means of compliance with this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, may adjust the repetitive inspection intervals specified in paragraph (a) and (b) of this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (f) The manufacturer's service bulletin and instruction identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. (g) Within 300 hours' blade time in service, after August 31, 1977, and before using the BIS noted in paragraph (b)(2) of this AD, modify BIS installations on all main rotor blades, P/N 204-012-001-23 and -29, and blades P/N 204-012-001-33, S/N's A2-04012, A2-04037 through A2-04042, A2-04045, A2-04046, A2-04134 through A2-04138, A2-04347, A2-04359, A2-04387, A2-04389, A2-04397, A2-04398, A2-04404 through A2-04411, A2-04455, A2- 04457, AMR-04001 through AMR-04011, AMR-04013 through AMR-04015, AMR-04017 through AMR-04020, AMR-04023, AMR-04026, AMR-04030, and AMR-54001 through AMR- 54011 to comply with Revision 2 of Bell Service Instruction No. 212-61, 204-32, or 205-45, revision of March 28, 1977, or later approved revision. NOTE: Bell Service Bulletin No. 212-77-10 lists these blades and serial numbers. (h) This AD does not apply to Model 212 helicopters equipped with main rotor blades having P/N 212-015-501. Amendment 39-2893 became effective June 12, 1977. This amendment 39-2988 becomes effective August 31, 1977.
92-16-04: 92-16-04 AEROSPATIALE: Amendment 39-8313. Docket No. 92-NM-17-AD. Supersedes AD 89-25-12, Amendment 39-6414. Applicability: Model ATR42 series airplanes, certificated in any category. Compliance: Required prior to the accumulation of 10,000 landings, or within the next 300 landings after January 12, 1990 (the effective date of AD 89-25-12, amendment 39-6414), whichever occurs later, unless accomplished previously. To prevent failure of the structural components of the fuselage and wing, accomplish the following: (a) For airplane Serial Numbers 003 through 151, inclusive: Reinforce fuselage frame 26 in accordance with Aerospatiale Service Bulletin ATR42-53-0042, dated May 3, 1989; or Revision 1, dated April 22, 1991. (b) For airplane Serial Numbers 003 through 032, inclusive; 034; and 035: Reinforce the fuselage secondary frames in accordance with Aerospatiale Service Bulletin ATR42-53-0023, Revision 2, dated May 25, 1989. (c) For airplane Serial Numbers003 through 059, inclusive: Perform a cold expansion of the outer wing lower skin attach fastener holes in accordance with Aerospatiale Service Bulletin ATR42-57-0010, Revision 1, dated May 20, 1989; or Revision 2, dated April 15, 1991. (d) For airplane Serial Numbers 003 through 071, inclusive: Reinforce fuselage frames 24 and 28 in accordance with Aerospatiale Service Bulletin ATR42-53-0004, Revision 4, dated July 25, 1989. (e) For airplane Serial Numbers 003 through 084, inclusive; 086; 087; and 089 through 093, inclusive: Perform a cold expansion of attach holes and reinforce wing/fuselage junction fittings in accordance with Aerospatiale Service Bulletin ATR42-53-0031, Revision 1, dated May 20, 1989; or Revision 2, dated May 31, 1990; or Revision 3, dated February 19, 1991. (f) For airplane Serial Numbers 003 through 119, inclusive: Perform a cold expansion of the wing front and rear spar attach holes in accordance with Aerospatiale Service Bulletin ATR42-57-0021,Revision 1, dated May 20, 1989; or Revision 2, dated September 25, 1990; or Revision 3, dated April 10, 1991; or Revision 4, dated August 28, 1991. (g) For airplane Serial Numbers 003 through 151, inclusive: Replace the wing center box, in accordance with Aerospatiale Service Bulletin ATR42-57-0027, Revision 2, dated July 6, 1989; or Revision 3, dated March 27, 1991; or Revision 4, dated August 23, 1991; or Revision 5, dated October 22, 1991. (h) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from Standardization Branch, ANM-113. (i) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (j) The reinforcement, replacement, and the cold expansion shall be done in accordance with the following Aerospatiale service bulletins, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page ATR42-53-0042, May 3, 1989 1-42 Original May 3, 1989 ATR42-53-0042, Revision 1, April 22, 1991 3-40, 42 1-2, 41 Original 1 May 3, 1989 April 22, 1991 ATR42-53-0023, Revision 2, May 25, 1989 3-8, 10-26, 28-50, 52-53, 55-64, 66-78, 81-200, 203 2, 9, 27, 51, 54 1, 65, 79-80, 201-202 Original 1 2 July 26, 1988 January 26, 1989 May 25, 1989 ATR42-57-0010, Revision 1, May 20, 1989 2-5, 14, 20-381, 6-13, 15-19, 39-40 Original 1 April 18, 1989 May 20, 1989 ATR42-57-0010, Revision 2, April 15, 1991 5, 14, 21-38 6-13, 15, 17-19 1-4, 16, 20, 39, 40 Original 1 2 April 18, 1989 May 20, 1989 April 15, 1991 ATR42-53-0004, Revision 4, July 25, 1989 3-8, 13-20, 25-30, 33-34 2, 11 9, 12, 21-22, 31-32, 35-36 1, 10, 23-24, 37 Original 2 3 4 September 2, 1988 February 16, 1989 May 25, 1989 July 25, 1989 ATR42-53-0031, Revision 1, May 20, 1989 2-7, 10-29 1, 8-9 Original 1 January 13, 1989 May 20, 1989 ATR42-53-0031, Revision 2, May 31, 1990 15-17, 19-28, 1-14, 18, 29 Original 2 January 13, 1989 May 31, 1990 ATR42-53-0031, Revision 3, February 19, 1991 15-16, 17, 19-28 3-14, 18, 29 1-2, 15-16 bis Original 2 3 January 13, 1989 May 31, 1990 February 19, 1991 ATR42-57-0021, Revision 1, May 20, 1989 3-6, 11-21 1-2, 7-10 Original 1 April 18, 1989 May 20, 1989 ATR42-57-0021, Revision 2, September 25, 1990 1-23 2 September 25, 1990 ATR42-57-0021, Revision 3, April 10, 1991 2, 4, 7-10, 12-22 1, 3, 5-6, 11, 23 2 3 September 25, 1990 April 10, 1991 ATR42-57-0021, Revision 4, August 28, 1991 7-9, 13-22 2-6, 11-12, 23 1, 10 2 3 4 September 25, 1990 April 10, 1991 August 28, 1991 ATR42-57-0027, Revision 2, July 6, 1989 5-6, 9, 11 13, 27-71 2-4, 7-8, 10, 12, 14-18, 26 1, 19-25, 72-80 Original 1 2 April 18, 1989 May 25, 1989 July 6, 1989 ATR42-57-0027, Revision 3, March 27, 1991 5-6, 9, 11, 13, 27-71 2-4, 7-8, 10, 12, 14-18, 26 19-25, 72-74, 76, 78, 80 1, 75, 77, 79 Original 1 2 3 April 18, 1989 May 25, 1989 July 6, 1989 March 27, 1991 ATR42-57-0027, Revision 4, August 23, 1991 6, 9, 11, 13, 27-71 3-4, 8, 10, 12, 14-18, 26 22-25, 72-74, 76, 78 75, 77, 79 1-2, 5, 7, 19-21 Original 1 2 3 4 April 18, 1989 May 25, 1989 July 6, 1989 March 27, 1991 August 23, 1991 ATR42-57-0027, Revision 5, October 22, 1991 6, 9, 11, 13, 27-71 3-4, 8, 10, 12, 14-18 22-25, 72-74 75-79 7, 19-21, 80 1-2, 5, 26 Original 1 2 3 4 5 April 18, 1989 May 25, 1989 July 6, 1989 March 27, 1991 August 23, 1991 October 22, 1991 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (k) This amendment becomes effective on October 21, 1992.
2014-13-02: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-Trent 875-17, 877-17, 884-17, 884B-17, 892- 17, 892B-17, and 895-17 turbofan engines. This AD requires inspection of the [[Page 37168]] affected low-pressure (LP) turbine bearing support and exhaust case assembly and, if necessary, its replacement with a part eligible for installation. This AD was prompted by thin-walled LP turbine bearing support and exhaust case assemblies having been delivered into service. We are issuing this AD to prevent failure of the LP turbine bearing support and exhaust case assembly, which could lead to engine separation and damage to the airplane.
2014-13-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model MBB-BK 117 C-2 helicopters with a certain Goodrich rescue hoist damper unit (damper unit) installed. This AD requires repairing or replacing the damper unit or deactivating the rescue hoist. This AD is prompted by a report of an uncommanded detachment of a damper unit from the cable. These actions are intended to prevent loss of an external load or person from the helicopter hoist and injury to persons being lifted by the hoist.
99-25-16: : This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050 series airplanes. This action requires the removal of tapered nylon shims from under the seat rails from fuselage station 14025 to the aft end of the seat rails, and installation of shorter bolts. This action also requires the installation of shims under galleys and partition walls for certain configurations. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the seat rail attachments due to shim material aging, which could result in detachment of the seats and consequent injury to the airplane occupants.
97-23-10: 97-23-10 DORNIER: Amendment 39-10198. Docket 96-NM-115-AD. Applicability: Model 328-100 series airplanes having serial numbers 3005 through 3045 inclusive; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise 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 request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the cable tension regulator on both the left and right elevators, and consequent reduced controllability of the airplane, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the cable tension regulator on both the left and right elevators by installing two lateral plates on the lever arm, in accordance with Dornier Service Bulletin SB-328-27-116, dated September 26, 1995. (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, International Branch, ANM-116, 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, International Branch, ANM-116. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the International Branch, ANM-116. (c) 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. (d) The modification shall be done in accordance with Dornier Service Bulletin SB-328- 27-116, dated September 26, 1995. 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 Dornier Deutsche Aerospace, P.O. Box 1103, D-82230 Wessling, Federal Republic of Germany. 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. NOTE 3: The subject of this AD is addressed in German airworthiness directive 95-434, dated November 14, 1995. (e) This amendment becomes effective on December 17, 1997.
89-07-15: 89-07-15 BOEING: Amendment 39-6167.\n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-54-2126, dated June 16, 1988, certificated in any category.\n\n\tCompliance: Required as indicated, unless previously accomplished.\n\n\tTo prevent failure of the engine strut diagonal brace lugs, accomplish the following:\n\n\tA. Prior to the accumulation of 10,000 landings or 8 years in service, whichever occurs first; or within the next 3 months after the effective date of this AD, whichever occurs later, ultrasonically inspect engine strut diagonal brace lugs for cracks, in accordance with Boeing Service Bulletin 747-54-2126, dated June 16, 1988.\n\n\tB. If cracking is found, prior to further flight, replace the diagonal brace with a new or overhauled diagonal brace incorporating the terminating action described by paragraph D., below, in accordance with Boeing Service Bulletin 747-54-2126, dated June 16, 1988.\n\n\tC. If no cracking is found, repeat the inspection required by paragraph A., above, at intervals not to exceed 1,000 landings.\n\n\tD. Terminating action for the inspections required by paragraphs A. and C., above, consists of removing existing bushings, oversizing bores to remove corrosion, installing high-interference fit bushings with wet sealant, and fillet sealing bushing flanges, in accordance with Boeing Service Bulletin 747-54-2126, dated June 16, 1988.\n\n\tE. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office.\n\n\tF. 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 therequirements of this AD.\n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington.\n\n\tThis amendment (39-6167, AD 89-07-15) becomes effective on May 3, 1989.
2014-13-04: We are adopting a new airworthiness directive (AD) for Columbia Helicopters, Inc. (Columbia) Model 234 helicopters. This AD requires visually and tap inspecting each fore and aft rotor blade for any defect, damage, or a disbond and, if necessary, repairing or replacing the blade. Also, this AD requires dye-penetrant inspecting the aft pylon structure for fatigue cracking in certain areas near the attachment fittings and, if there is a crack, repairing or replacing the aft pylon. This AD is prompted by an accident caused by fatigue failure of an aft pylon fitting attach structure combined with aft rotor blade damage. The actions specified by this AD are intended to detect fatigue cracks in the aft pylon attach structure to prevent overload of the aft pylon structure and failure of the rotor blade, rotor blade vibration, departure of the aft pylon, and subsequent loss of control of the helicopter.
52-04-02: 52-04-02 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than August 1, 1952. Provide separate protection for each inverter control and warning light circuit. Also provide separate protection for T and B warning lights in forward area. (Trans World Airlines Engineering Order No. 5717 covers this same subject.)
98-25-10 R1: This amendment revises an existing airworthiness directive (AD), applicable to Aircraft Belts, Inc. Model CS, CT, FM, FN, GK, GL, JD, JE, JT, JU, MD, ME, MM, MN, NB, PM, PN, RG, and RH seat restraint systems installed on, but not limited to, Beech Aircraft Corp., Bell Helicopter Textron, Inc., Cessna Aircraft Co., Dassault Aviation, Eurocopter Deutschland, Eurocopter France, Gulfstream Aerospace, Learjet Corp., Lockheed Aircraft Corp., and Piper Aircraft Corp. aircraft, that currently requires inspecting to ensure the locking mechanism is engaging properly and replacing the buckle-half of the seat restraint system, if necessary. This amendment will allow an owner/operator (pilot) to determine if the locking mechanism is engaging properly and will require replacing the buckle-half of the seat restraint system, if necessary. This amendment is prompted by a determination made by the FAA that pilots may perform the one-time check of the locking mechanism and that only affectedseat restraint systems manufactured between March 1997 and November 1998 must be checked. The actions specified by this AD are intended to prevent failure of the seat restraint system due to the buckle assembly locking mechanism not engaging properly, which could result in the seat restraint system failing to properly secure the occupant during turbulence or landing.
47-16-03: 47-16-03 TAYLORCRAFT: (Was Mandatory Note 11 of AD-700-1: Mandatory Note 12 of AD-699-1; and Mandatory Note 13 of AD-696-3.) Applies to All Models BC, BF, and BL Series Aircraft. Compliance required immediately. Inspect wing strut attachment fittings on lower fuselage longerons for cracks or evidence of poor weld. If cracks or defects are found, the fitting should be replaced or reinforced.
2014-13-03: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211 Trent 553-61, 553A2-61, 556-61, 556A2-61, 556B-61, 556B2-61, 560-61, and 560A2-61 turbofan engines. We are issuing this AD to address, through an update to the electronic engine control (EEC) software, multiple risks of uncontained engine failure and damage to the airplane.
99-25-13: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 777-200 and -300 series airplanes. This action requires revising the Limitations Section of the Airplane Flight Manual to prohibit the dispatch of certain airplanes under certain conditions. This amendment also requires repetitive inspections to ensure correct operation of the backup generators; and, for certain airplanes, a one-time inspection to detect damage of the engine external gearbox; and corrective actions, if necessary. This amendment is prompted by reports of inflight shutdowns due to sheared backup generator shafts. The actions specified in this AD are intended to prohibit the dispatch of an airplane with an engine-mounted backup generator having a sheared shaft; and to detect and correct damage to the engine, which could result in inflight shutdowns.
99-25-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain BFGoodrich main brake assemblies as installed on Airbus Model A319 and A320 series airplanes. This action requires a one time inspection of the wear indicator pins to determine the level of wear of the main brake assemblies of the main landing gear (MLG), and corrective actions, if necessary. This action also requires modification of the main brake assemblies of the MLG, and incorporation of specified wear limits into the maintenance inspection program. This amendment is prompted by in-service reports of brake deterioration caused by thermal oxidation of the carbon disks of certain BFGoodrich main brake assemblies. The actions specified in this AD are intended to prevent thermal oxidation of the main brake assemblies, which could result in deterioration of the MLG brakes, and consequent reduced braking performance.
94-03-11: 94-03-11 HARTZELL PROPELLER INC.: Amendment 39-8818. Docket 94-ANE-06. Applicability: Hartzell Propeller Inc. HC-B4 series propellers, except those propellers installed on Mitsubishi MU-2B-26A, -36A, -40, and -60 aircraft. The affected propellers are installed on but not limited to the following aircraft: Beech F90 King Air, A100 and A100A King Air, B100 King Air; Construcciones Aeronauticas, SA (CASA) C-212-CB, -CC, and -CF; Dehavilland Heron--Saunders conversion ST-27B; Dornier DO228-100, -101, -200, -201, -202, -212; Embraer EMB-121A1 Xingu; Fairchild SA226-TB Merlin IIIB; Let L-410A; and Shorts SC-7 series 3, variant 200. NOTE: This airworthiness directive (AD) does not contain an exhaustive list of aircraft which utilize these propellers. Other Type Certificated models may not be included in the list, and other aircraft may use the affected propeller models through, for example, installation approvals made by Supplemental Type Certificate or FAA Form 337 "Major Repair and Alteration." It is the responsibility of the owner, operator, or person returning the aircraft to service to determine if an aircraft has an affected propeller. Compliance: Required as indicated, unless accomplished previously. To prevent possible fatigue cracks in propeller hub arm assemblies progressing to failure, resulting in departure of the hub arm and blade, that may result in engine separation and subsequent loss of aircraft control, accomplish the following: (a) For each Hartzell Propeller Inc. HC-B4 series propeller currently installed on an aircraft other than Mitsubishi MU-2B series aircraft, determine if the propeller hub arm assembly has ever seen service on a Mitsubishi MU-2B series aircraft prior to performing the inspections required by the compliance schedule contained in paragraph (b) of this AD: (1) Determine if the currently installed propeller hub assembly matches a serial number (S/N) in Table 1 of Hartzell Propeller Inc. Alert Service Bulletin (ASB) No. A186, dated January 25, 1994; and (2) If the currently installed propeller hub assembly's S/N is not listed in Table 1 of Hartzell Propeller Inc. ASB No. A186, dated January 25, 1994, and an aircraft and propeller maintenance record search confirms the currently installed propeller hub assembly has not been previously installed on a Mitsubishi MU-2B series aircraft, or the service history cannot be determined, no further action is required. (3) If the record search reveals that the S/N of the currently installed propeller hub arm assembly is listed in Table 1 of Hartzell Propeller Inc. ASB No. A186, dated January 25, 1994, or the propeller hub arm assembly was installed previously on a Mitsubishi MU-2B series aircraft, remove the propeller hub arm assembly in accordance with the compliance schedule listed in paragraph (b) of this AD, and inspect and rework in accordance with the requirements of paragraph (c) of this AD. (b) For propeller hub arm assemblies identified in paragraph (a)(3) of this AD, remove from service in accordance with the following schedule: Time in Service Since New on the Effective Date of this AD (TSN) or Assemblies That Have Experienced a Blade Strike Compliance Required Greater than or equal to 3,000 hours TSN l Within the next 300 hours time in service (TIS), the next scheduled overhaul, or 24 calendar months after the effective date of this AD, whichever occurs first. Less than 3,000 hours Prior to the accumulation of 3,300 hours TSN, the TSN next scheduled overhaul, or 24 calendar months after the effective date of this AD, whichever occurs first. Regardless of TSN, propeller hub arm assemblies that have experienced a blade strike prior to the effective date of this AD. See paragraph (e) of this AD for the definition of blade strike. Within the next 100 hours TIS, or 2 calendar months after the effective date of this AD, whichever occurs first. Regardless of TSN, propeller hub arm . assemblies that experience a blade strike after the effective date of this AD. See paragraph (e) of this AD for the definition of a blade strike Prior to further flight (c) Remove affected propeller hub arm assemblies from the aircraft and return to Hartzell Service Center, 5465 West State Route 185, Piqua, OH 45356-2634 USA, telephone (513) 778-4205, for inspection and specified rework, in accordance with Hartzell Propeller Inc. ASB No. A186, dated January 25, 1994. (d) Reinstall serviceable propeller hub arm assemblies that had the hub arm bores inspected and reworked, as necessary, pilot tubes replaced, and were marked at the end of the hub arm assembly S/N with a suffix letter "M" in accordance with Hartzell Propeller Inc. ASB No. A186, dated January 25, 1994. (e) A blade strike is defined as a propeller having any blade or blades that have been bent beyond serviceable limits in accordance with Hartzell Propeller Inc. Service Letter (SL) 61S, dated December 10,1993. (f) The "calendar month" compliance time stated in this AD allows the performance of the required action prior to the last day of the month in which compliance is required. NOTE: For example, if action is required 2 calendar months from April 28, 1994, the required actions are to be performed not later than June 30, 1994. (g) 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 Principal Maintenance Inspector, who may add comments and then send it to the Manager, Chicago Aircraft Certification Office. NOTE 1: 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. NOTE 2: Although Hartzell Service Center is presently the only FAA-approved repair facility authorized to conduct the requirements of this AD, other facilities may be authorized through the alternative method of compliance procedure in paragraph (g) of this AD. (h) Except when propeller hub arm assemblies experience a blade strike after the effective date of this AD, special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the aircraft to a location where the requirements of this AD can be accomplished. (i) The removal, inspection, and rework shall be done in accordance with the following service documents: Document No. Pages Revision Date Hartzell ASB No. A186 1-4 Original January 25, 1994 Total pages: 4. 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 45356-2634. 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. (j) This amendment becomes effective on February 28, 1994.
93-25-17: 93-25-17 GENERAL ELECTRIC: Amendment 39-8781. Docket No. 92-ANE-08. Applicability: General Electric (GE) Models CT7-5A2, -7A, and -9C Turboprop Engines; and Models CT7-2A, and -6 Turboshaft Engines, incorporating gas generator turbine (GGT) disks and cooling plates, as listed by Part Number (P/N) and Serial Number (S/N) in GE CT7 Turboprop Service Bulletin (SB) A72-252, dated August 31, 1990; GE CT7 Turboshaft SB A72-17, and GE CT7 Turboshaft SB A72-18, both dated September 10, 1990, installed on, but not limited to, Saab 340A, Casa CN235-10, Bell 214ST, and European Helicopter Industries EH101. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue cracks that can result in uncontained engine failure, accomplish the following: (a) Remove from service the affected GE Model(s) CT7-5A2, -7A, and -9C engines GGT rotor stage 1 and 2 disks, and stage 2 forward and aft cooling plates, prior to exceeding the "Max total allowable cycles"; as listed in GE CT7 Turboprop SB A72-252, dated August 31, 1990, and replace with serviceable parts. (b) Remove from service the affected GE Model(s) CT7-6 engine GGT rotor stage 1 disk and stage 2 forward cooling plate prior to exceeding the "Max total allowable cycles"; as listed in GE CT7 Turboprop SB A72-17, dated September 10, 1990, and replace with serviceable parts. (c) Remove from service the affected GE Model(s) CT7-2A engine GGT rotor stage 2 disk and stage 2 forward cooling plate prior to exceeding the "Max total allowable cycles"; as listed in GE CT7 Turboshaft SB A72-18, dated September 10, 1990, and replace with serviceable parts. (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, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, EngineCertification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (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 removals and replacements of the affected rotor stage disks and cooling plates shall be done in accordance with the following service bulletins: DOCUMENT NO. PAGE NO. ISSUE DATE GE CT7 Turboprop SB A72-252 1-13 Original Aug 31, 1990 TOTAL PGS: 13 GE CT7 Turboshaft SB A72-17 1-4 Original Sep 10, 1990 TOTAL PGS: 4 GE CT7 Turboshaft SB A72-18 1-4 Original Sep 10, 1990 TOTAL PGS: 4 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 General Electric Aircraft Engines, 1000 Western Avenue, Lynn, Massachusetts 01910. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Attn: Rules Docket No. 92-ANE-08, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street NW., suite 700, Washington, DC. (g) This amendment becomes effective on February 2, 1994.