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80-13-07: 80-13-07 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3806. Applies to Models N22B (Serial Nos. N22B-5 and up) and N24A (Serial Nos. N24A-42 and up). Compliance required as indicated. To prevent possible control obstruction when aileron is applied at the extreme aft stick position, accomplish the following: (a) Before the first flight of each day, until inspected per paragraph (b) of this AD, check the longitudinal and lateral controls for freedom of movement in the aft stick position by application of full left and right aileron. This check may be performed by the pilot-in-command and shall be recorded in the appropriate aircraft records in accordance with FAR 91.173. If interference is detected, accomplish paragraph (b) before further flight except that the aircraft may be flown in accordance with FAR 21.197 and FAR 21.199 to a base where the repair can be performed. (b) Within the next 25 hours time in service after the effective date of this AD, unless already accomplished, inspect the gimbal support structure tie rod attachment plates and take corrective action as necessary to ensure that a minimum clearance of 0.125 inches exists between the end of the control wheel attachment bolt and the attachment plates in accordance with Part B of GAF Alert Service Bulletin ANMD-27-14 dated December 3, 1979, or an FAA approved equivalent. (c) The equivalent means of compliance specified in this AD must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. NOTE: All persons affected by this directive who have not already received the applicable service bulletin from the manufacturer, may obtain copies upon request to the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne, 3207 Vic., Australia. This document may be examined at the FAA, Engineering and Manufacturing District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, or Rules Docket, Room916, FAA, 800 Independence Ave., S.W., Washington, D.C. 20591. This amendment becomes effective July 6, 1980.
2001-23-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive detailed visual inspections to find discrepancies of the installation of the midspar fuse pins of the inboard and outboard struts, and follow-on actions, if necessary. That AD also provides for an optional terminating modification for the repetitive inspections. This amendment continues to require repetitive detailed visual inspections to find discrepancies of the installation of the midspar fuse pins of the inboard and outboard struts, and follow-on actions, if necessary. This amendment mandates accomplishment of the previously optional terminating modification. The actions specified by this AD are intended to find and fix discrepancies of the installation of the midspar fuse pins, which could result in loss of the secondary retention capability of the fuse pins, migration of the fuse pins, and consequent loss of the strut and engine from the airplane. This action is intended to address the identified unsafe condition.
90-19-04: 90-19-04 BRITISH AEROSPACE: Amendment 39-6721. Docket No. 90-NM-84-AD. Applicability: Model BAe 125-800A series airplanes, Serial Numbers 258001 through 258090, inclusive, certificated in any category. Compliance: Required prior to the accumulation of 6,000 landings since new or within 30 days after the effective date of this AD, whichever occurs later, unless previously accomplished. To prevent fatigue cracks in the windscreen center pillar and subsequent rapid decompression of the airplane, accomplish the following: A. Install reinforcing straps on the bottom aft portion of the upper and lower web sections of the windscreen center pillar assembly in accordance with British Aerospace Service Bulletin 53-65-3168A, Revision 1, dated March 9, 1989. B. 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, Standardization Branch, ANM- 113, FAA, TransportAirplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6721, AD 90-19-04) becomes effective October 16, 1990.
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.