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78-17-05: 78-17-05 PRATT & WHITNEY AIRCRAFT OF CANADA, LIMITED: Amendment 39-3285. Applies to all Pratt & Whitney Aircraft of Canada, Limited PT6T-3 and PT6T-6 turboshaft engines with automatic fuel control with Aviation Electric Ltd. Parts List 2524381-5, 3244712-1 and -2, 3244717-1 through -5, 3244721-1 through -5, 3244735-1 through -7 and 3244737-1 through -7. Compliance required within the next 50 hours in service, after the effective date of this AD, unless already accomplished. To preclude rupture of the bypass valve diaphragm in the automatic fuel control unit, replace the part number 2526477 diaphragm with part number 323451 diaphragm in accordance with Paragraph 2, Accomplishment Instructions in Pratt & Whitney Aircraft of Canada, Limited, Alert Service Bulletin No. 5153, or approved equivalent parts and procedure. Aircraft may be flown to a base for performance of maintenance required by this AD per FAR 21.197. Any equivalent parts and procedure must be approvedby the Chief, Engineering and Manufacturing Branch, of the Eastern Region of the Federal Aviation Administration (FAA). This amendment is effective August 31, 1978.
79-21-04: 79-21-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3584. Applies to Model SA 330F Puma helicopters, certificated in all categories. Compliance is required as indicated, unless already accomplished. (a) To detect tail boom cracks and prevent excessive tail deflection, accomplish the following on helicopters that do not incorporate SNIAS Modification AMS 07.11.464 or SA 330 Service Bulletin No. 53.09: (1) Within the next 50 hours time in service after the effective date of this AD and, thereafter, at intervals not to exceed 50 hours time in service since the previous inspection, inspect the tail boom structure at frame 12349 beneath the intermediate gear box forward attachment and at location of anchor nuts for cracks in accordance with Puma SA 330 Service Bulletin No. 05.30, dated March 8, 1973, or an FAA-approved equivalent. (2) If during an inspection required by paragraph (a)(1) of this AD, only one crack that does not break through the doubler is found, continue to inspect in accordance with paragraph (a)(1) of this AD at intervals not to exceed 25 hours time in service since the previous inspection until incorporation of SA 330 Service Bulletin No. 53.09, dated March 8, 1973, or an FAA-approved equivalent. (3) If during an inspection required by paragraph (a)(1) or (a)(2) of this AD, any crack is found extending to the end of the doubler, P/N 330F.24.2019.21, or into its flange, or more than one crack is found, immediately replace the doubler, P/N 330A.24.2019.21 in accordance with Puma SA 330 Service Bulletin No. 53.09, dated March 8, 1973, or an FAA-approved equivalent. (b) To detect tail pylon cracks and prevent excessive tail deflection, accomplish the following on helicopters that incorporate SNIAS Modification 07.11.141/S256 or that are fitted with a tail skid without a reinforcement plate under the tail skid attachment fitting: (1) Within the next 50 hours time in service after the effective date of this AD and, thereafter, at intervals not to exceed 50 hours time in service since the previous inspection, inspect the tail pylon structure for cracks and loose rivets in accordance with Puma SA 330 Service Bulletin 05.33, dated August 1, 1973, or an FAA-approved equivalent. (2) If during any inspection required by paragraph (b)(1) of this AD, a defect described in subparagraphs (1) or (2) of paragraph 1.D. of Puma SA 330 Service Bulletin 05.33, dated August 1, 1973, or an FAA-approved equivalent, is found, and that defect does not exceed the limits noted in the subparagraphs (1) or (2), repeat the inspections required in paragraph (b)(1) of this AD at intervals not to exceed 25 hours time in service since the last inspection. (3) If during any inspection required by paragraph (b)(1) or (b)(2) of this AD, a defect is found to equal or exceed the limits noted in subparagraphs (1) or (2) of paragraph 1.D. of Puma SA 330 Service Bulletin No. 05.33, dated August 1,1973, or an FAA-approved equivalent, within the next 25 hours time in service, reinforce the tail structure in accordance with Puma SA 330 Service Bulletin No. 53.12, dated October 24, 1973, or an FAA-approved equivalent. (4) If during an inspection required by paragraph (b)(1) or (b)(2), a defect is found that is not specified in subparagraphs (1) and (2) of paragraph 1.D of Puma SA 330 Service Bulletin No. 05.33, dated August 1, 1973, or an FAA-approved equivalent, within the next 25 hours time in service after finding the defect, repair the defect in accordance with the Puma Structural Repair Manual, or an FAA-approved equivalent. (c) For purposes of this AD, an FAA-approved equivalent must be approved by Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, Telephone: 513.38.30. This amendment becomes effective November 1, 1979.
73-25-05: 73-25-05 de HAVILLAND: Amendment 39-1750. Applies to DHC-2, MK I (L-20A (U- 6A)) airplanes certificated in all categories. To prevent hazards in flight associated with fin rear spar attachment bolts and fitting, accomplish the following: 1. This paragraph applies to aircraft that are using AN 7-13 bolts and are or have been operating as floatplanes or amphibians. Within the next 10 hours in service or prior to the next flight carrying loads (e.g. canoes, lumber, etc.) mounted on the float support structure, whichever occurs first, after receipt of this AD, unless accomplished within the last 290 hours in service, perform the following replacements or inspections and at intervals thereafter not to exceed 300 hours. a. Replace each of the fin rear spar bolts AN 7-13 or remove the bolts and inspect for cracks using a dye penetrant inspection in conjunction with a 10-power glass, or an FAA-approved equivalent inspection. Replace cracked bolts prior to further flight.The repetitive inspection of the bolts may be discontinued upon installation of NAS 147-A26 bolts. b. Visually inspect the fin rear spar fitting P/N C2TF13, for distortion, cracking, fretting or loose rivets. Replace cracked, distorted or fretted fittings and repair fittings which have loose rivets prior to further flight. 2. Inspect aircraft that are or have been operating as floatplanes or amphibians and are using NAS 147-A26 bolts within the next 10 hours in service or prior to the next flight carrying loads (canoes, lumber, etc.) mounted on the float support structure, whichever occurs first, after receipt of this AD. a. In accordance with the accomplishment instructions of de Havilland Service Bulletin 2/11 of 6/23/72, or an approved equivalent inspection, unless already accomplished, and b. Inspect only the fitting in accordance with paragraph 1 above, including the repetitive inspections. 3. Inspect aircraft that have only been operated as landplanes or skiplanes, within the next 100 hours in service after receipt of this AD, unless already accomplished, in accordance with the accomplishment instructions of the service bulletin or an approved equivalent inspection. 4. Where the AD requires replacement or repairs before further flight, the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. 5. The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through a local FAA maintenance inspector. 6. Equivalent inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 14, 1973, and was effective upon receipt by all recipients of the airmail dispatch dated September 27, 1973.
93-18-07: 93-18-07 BOEING: Amendment 39-8692. Docket 93-NM-129-AD. \n\n\tApplicability: Model 747 series airplanes equipped with General Electric CF6-80C2 or Pratt & Whitney PW4000 series engines, as listed in Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo detect wear of the fire extinguishing discharge tubes and support clamps, which could prevent the engine fire extinguishing system from extinguishing an engine fire, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, conduct a detailed visual inspection to detect damage, chafing, or scoring of the engine number 1 and engine number 4 fire extinguishing discharge tubes and support clamps in the strut-to-wing intersection areas, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993. \n\n\t\t(1)\tIf no damage, chafing, or scoringis detected, prior to further flight, replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the detailed visual inspection thereafter at intervals not to exceed 5,000 flight hours. Replacement of the support clamps is required only after the initial inspection. \n\n\t\t(2)\tIf damage, chafing, or scoring is detected on any fire extinguishing discharge tube as a result of any inspection required by this AD, prior to further flight, accomplish either paragraph (a)(2)(i), (a)(2)(ii), or (a)(2)(iii) of this AD. \n\n\t\t\t(i)\tRepair the fire extinguishing discharge tube, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to repair of the tube and replacement of the clamps, repeat the inspection thereafter at intervals not to exceed 1,600 flight hours. Or \n\n\t\t\t(ii)\tReplace the fire extinguishing discharge tube with a new tube having the same tube dash number, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the inspection thereafter at intervals not to exceed 1,600 flight hours. Or \n\n\t\t\t(iii)\tReplace the fire extinguishing discharge tube with a fire extinguishing discharge tube constructed of steel, and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Accomplishment of these replacements constitutes terminating action for the inspection requirements of this AD.\n \n\t\t(3)\tIf damage, chafing, or scoring is detected on the support clamps as a result of any inspection required by this AD, prior to further flight, replace the clamps with a serviceable clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the inspection thereafter at intervals not to exceed 1,600 hours flight hours. \n\n\t(b)\tReplacement of the fire extinguishing discharge tubes with tubes constructed of steel, and replacement of the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993, constitutes terminating action for the inspection requirements of this AD. \n\n\t(c)\tAn 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 (ACO), 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tThe inspection, repair, and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993;or Boeing Alert Service Bulletin 747-26A2214, Revision 1, dated August 12, 1993; or Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; as applicable. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\t(f)\tThis amendment becomes effective on November 3, 1993.
2010-18-13: The FAA is adopting a new airworthiness directive (AD) for PW PW4052, PW4056, PW4060, PW4062, PW4062A, PW4074, PW4077, PW4077D, PW4084D, PW4090, PW4090-3, PW4152, PW4156A, PW4158, PW4164, PW4168, PW4168A, PW4460, and PW4462 turbofan engines. This AD requires initial and repetitive fluorescent penetrant inspections (FPI) for cracks in the blade locking and loading slots of the high-pressure compressor (HPC) drum rotor disk assembly. This AD results from reports of cracked locking and loading slots in the HPC drum rotor disk assembly. We are issuing this AD to detect cracks in the locking and loading slots in the HPC drum rotor disk assemblies, which could result in rupture of the HPC drum rotor disk assembly and damage to the airplane.
94-06-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 and A310 series airplanes. This action requires modification of the evacuation system regulator assembly in certain escape slides and slide/rafts installed on these airplanes. This amendment is prompted by reports indicating that the evacuation system regulator assembly functioned inappropriately, and cases of the evacuation system inflating when the regulator safety pin was removed. The actions specified in this AD are intended to prevent delayed or inadvertent inflation of an evacuation system, which could delay or impede the evacuation of passengers during an emergency, and to prevent possible injury to ground personnel during installation of the evacuation system.
93-15-07: 93-15-07 DE HAVILLAND, INC.: Amendment 39-8653. Docket 93-NM-124-AD. Applicability: All Model DHC-7 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the upper lockstrut sub-assembly, which could lead to partial collapse of the main landing gear, accomplish the following: (a) Within 250 landings after the effective date of this AD, conduct a non-destructive testing inspection of upper lockstrut sub-assemblies, part numbers 15709-7 and 15709-9, to detect cracking, in accordance with de Havilland Alert Service Bulletin S.B. A7-32-100, dated July 7, 1993. (1) If any crack is detected, prior to further flight, replace the discrepant sub-assembly with a serviceable sub-assembly in accordance with the service bulletin. (2) If no crack is detected, no further action is required by this AD. (b) Within 5 days after completion of the inspection required by paragraph(a) of this AD, operators must submit a report containing details of any cracked upper lockstruts found to de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada; fax (416) 375-4539. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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: Information concerning the existence of approved alternative methods of compliance with this AD, ifany, may be obtained from the New York ACO. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspection and replacement shall be done in accordance with de Havilland Alert Service Bulletin S.B. A7-32-100, dated July 7, 1993. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, 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 Aircraft Certification Office, 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. (f) This amendmentbecomes effective on August 9, 1993.
93-05-19: 93-05-19 FOKKER: Amendment 39-8523. Docket 92-NM-193-AD. Applicability: Model F-27 series airplanes, serial numbers 10102 through 10259, inclusive; on which the inspection described in Service Bulletin F27/53-60 (B-156) Part II has not been accomplished; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Prior to the accumulation of 2,700 hours time-in-service after the effective date of this AD or within 12 months after the effective date of this AD, whichever occurs earlier, perform a one-time visual inspection to determine whether bolts and screws of proper length have been installed in the outboard wing attachment fittings of the fuselage main frame at stations 7961 and 9439.5, in accordance with Fokker Service Bulletin F27/53-115, dated May 21, 1991. (1) If any measured bolt or screw is found that protrudes more than 4.5 mm (0.177 inch) through the nut, prior to further flight, replace it with a shorter one, in accordance with the service bulletin. (2) If no measured bolt or screw is found that protrudes more than 4.5 mm (0.177 inch) through the nut, no further action is necessary. (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (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 shall be done in accordance with Fokker Service Bulletin F27/53-115, dated May 21, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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. (e) This amendment becomes effective on May 5, 1993.
2010-16-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-16-51, which was sent previously to all known U.S. owners and operators of Eurocopter France (Eurocopter) Model SA330J helicopters by individual letters. This AD requires, within 10 hours time-in-service (TIS), inspecting for a gap between the main gearbox (MGB) oil cooling fan assembly (fan) rotor blade and the upper section of the guide vane bearing housing. This inspection must be accomplished by using a feeler gauge attached to a rigid rod. If the feeler gauge cannot be inserted between the blade and the housing, this AD requires replacing the two fan rotor shaft bearings with two airworthy bearings. This AD is prompted by the separation of a fan rotor blade that caused puncture holes in the transmission deck. This condition, if not corrected, could lead to damage to the hydraulic lines and flight controls, and subsequent loss of control of the helicopter.
2010-04-12: We are adopting a new airworthiness directive (AD) for certain Model DHC-8-100 and DHC-8-200 series airplanes, and DHC-8-301, -311, and -315 airplanes. This AD requires implementing a corrosion prevention and control program (CPCP) either by accomplishing specific tasks or by revising the maintenance inspection program to include a CPCP. This AD results from the determination that, as airplanes age, they are more likely to exhibit indications of corrosion. We are issuing this AD to prevent structural failure of the airplane due to corrosion.