Results
2013-08-22: We are adopting a new airworthiness directive (AD) for certain Turbomeca S.A. Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K1, 1S, and 1S1 turboshaft engines. This AD requires daily post-flight checks of the engine tachometer's unit cycle-counting feature. This AD also requires ground-run functional checks within every 1,000 operating hours. This AD was prompted by detailed analysis and review of the accuracy of the engine's tachometer cycle-counting feature. We are issuing this AD to prevent uncontained engine failure and damage to the helicopter.
98-22-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires a one-time visual inspection of the main landing gear (MLG) brake assemblies to determine the brake configuration, and reconfiguration, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent an incorrect brake combination configuration of the MLG, and consequent reduced controllability of the airplane during take-off and landing.
98-22-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires replacement of the outboard trunnion pin of the shock strut on the main landing gear (MLG) with a new and improved outboard trunnion pin. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the outboard trunnion pin due to fatigue cracking, which could result in collapse of the MLG.
85-21-05: 85-21-05 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-5151. Applies to Models N22B and N24A airplanes, (all Serial Numbers) certificated in any category, unless, GAF Service Bulletin (AS/B) ANMD-52-6 dated August 8, 1984, (Mod N627) has been incorporated. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent restriction of the emergency exit opening, accomplish the following: (a) Modify the airplane emergency exit door interior trim panel in accordance with Paragraph 2. "Accomplishment Instructions" of GAF Alert Service Bulletin AS/B ANMD-52-6 dated August 8, 1984. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Western Aircraft Certification Office, ANM-170W, Northwest Mountain Region, FAA, Post OfficeBox 92007, Worldway Postal Center, Los Angeles, California 90009-2007. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Government Aircraft Factories, 226 Lormier Street, Fisherman's Bend, Port Melbourne, Victoria, Australia 3207, or FAA, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on November 14, 1985.
2013-08-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600 series airplanes. This AD was prompted by reports of early fatigue cracks at chem-mill areas on the crown skin panels. This AD requires repetitive inspections for cracking of the fuselage skin at certain locations at chem-mill areas, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking of the skin panel at the specified chem-mill step locations, which could result in rapid decompression of the airplane.
83-22-01 R1: This amendment clarifies information contained in Airworthiness Directive (AD) 83-22-01, which currently requires inserting certain zero fuel weight limitations into the Limitations Section of the airplane flight manual (AFM) on certain The New Piper Aircraft, Inc. (Piper) Models PA-23-235, PA-23-250, and PA-E23-250 airplanes. The FAA has received reports that reference in the AD to two of the AFM reports contains incorrect information. In particular, reference to Report 1308, Revision B, contains the words "normally aspirated"; and reference to Report 1360, Revision B, contains the word "Turbocharged." These references should be removed. This document clarifies AD 83-22-01 by removing the words "normally aspirated" and "Turbocharged" from the reference to these reports. The actions specified in this AD are intended to continue to prevent possible wing structure damage caused by excessive fuel weight, which could result in loss of control of the airplane.
98-21-37: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, and -40 series airplanes, that requires installation of a new protector cap in all fuel tank boost/transfer pump housings. This amendment is prompted by reports of inoperative fuel boost/transfer pumps due to arcing or burning of the electrical connectors. The actions specified by this AD are intended to prevent damage to the fuel tank boost/transfer pump housings in case of an electrical connector malfunction, which could result in increased risk of a fuel tank explosion or fire.
2013-08-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD was prompted by a report that during a test of the oxygen system, an operator found that the passenger oxygen masks did not properly flow oxygen, and that a loud noise occurred in the overhead area, which was caused by the flex line separating from the hard line due to a missing clamshell coupler. This AD requires, for certain airplanes, performing a detailed inspection of certain areas of the airplane oxygen system to ensure clamshell couplers are installed and fully latched, and corrective actions if necessary. For all airplanes, this AD requires performing and meeting the requirements of the low pressure leak test. We are issuing this AD to prevent the oxygen system flex line from separating from the hard line, which could cause an oxygen leak and a drop in the oxygen system pressure, resulting in improper flow of oxygen through the passenger masks and injury to passengers if emergency oxygen is needed.
98-21-33: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0070 and 0100 series airplanes, that requires a one-time inspection of the torque links of the main landing gear (MLG) assemblies to determine if the lockwire is present on the apex bolt; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the MLG due to loose connections between the upper and lower torque links of the MLG.
68-01-02: 68-01-02 VICKERS: Amendment 39-540. Applies to Viscount Models 744, 745D, and 810 Series airplane Compliance required as indicated unless already accomplished. (a) For airplanes with 12,500 or more hours' time in service on the effective date of this AD (1) Comply with paragraph (c) and (d) within the next 250 hours' time in service, and thereafter comply with paragraph (c) at intervals not to exceed 500 hours' time in service from the last inspection performed in accordance with either paragraph (c) or (e); and (2) Comply with paragraph (e) within the next 2,750 hours' time in service, and thereafter at intervals not to exceed 3,000 hours' time in service. (b) For airplanes with less than 12,500 hours' time in service on the effective date of this AD (1) Comply with paragraphs (c) and (d) before the accumulation of 12,750 hours' time in service, and thereafter comply with paragraph (c) at intervals not to exceed 500 hours' time in service from the last inspection performed in accordance with either paragraph (c) or (e); and (2) Comply with paragraph (e) before the accumulation of 15,250 hours' time in service and thereafter at intervals not to exceed 3,000 hours' time in service. (c) Visually inspect the full length of the wear pattern made by the three rollers of the guide assembly at wing station 387 on both the left and right aileron control rod tubes, for surface cracks and holes, in accordance with British Aircraft Corporation (BAC) Preliminary Technical Leaflets (PTLs) No. 266 (700 Series) and No. 129 (810 Series), Issue 1, dated May 30, 1967, or later ARB-approved issue, or an FAA-approved equivalent. (d) Check the roller assembly for correct adjustment between the control rod tube and the third roller, to provide a minimum clearance of .005 inches and a maximum clearance of .010 inches at the least worn part of the wear pattern, in accordance with BAC PTLs No. 266 (700 Series) and No. 129 (810 Series), Issue 1, dated May 30, 1967, or later ARB-approved issue, or an FAA-approved equivalent. (e) Remove the aileron control rod tube located at wing station 387, inspect for cracks using dye penetrant, or an FAA-approved equivalent, and measure the outside diameter across all sections of the wear pattern, in accordance with BAC PTLs No. 266 (700 Series) and No. 129 (810 Series), Issue 1, dated May 30, 1967, or later ARB-approved issue, or an FAA- approved equivalent. (f) If cracks or holes are detected or the tube outside diameter across any section of the wear pattern is less than 1.11 inches in diameter during the inspections required by paragraphs (c) and (e), replace the aileron rod control tube before further flight with a new tube of the same part number. When 12,500 hours' time in service have accumulated on the new replacement tube, begin inspecting the tube in accordance with the inspection requirements of paragraph (a). (g) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This amendment becomes effective February 8, 1968.
2022-10-03: The FAA is adopting a new airworthiness directive (AD) for certain Viking Air Limited (type certificate previously held by Bombardier, Inc. and de Havilland, Inc.) Model DHC-6-1, DHC-6-100, DHC- 6-200, DHC-6-300, and DHC-6-400 airplanes. This AD was prompted by mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as loose quadrants on the rudder pedal torque tube and signs of loose rivets or rivet joint wear due to inadequate manufacturing tolerances. This AD requires inspecting the rudder pedal torque tube quadrant for looseness and taking corrective action as necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2013-07-12: We are adopting a new airworthiness directive (AD) for certain BRP-Powertrain GmbH & Co KG Rotax 912 F2; 912 F3; 912 F4; 912 S2; 912 S3; 912 S4; 914 F2; 914 F3; and 914 F4 reciprocating engines. This AD requires a one-time visual inspection for excessive oil deposits or carbon deposits on the No. 2 and No. 3 spark plug center and grounding electrodes, and if found, replacement of the cylinder head before further flight. This AD was prompted by a report of certain No. 2 and No. 3 cylinder heads not manufactured to proper specification. We are issuing this AD to prevent excessive oil consumption, which could result in an in-flight engine shutdown, forced landing, and damage to the airplane.
98-21-24: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney JT8D series turbofan engines, that requires removal, visual inspection, eddy current inspection, repair or replacement of affected compressor disks. This amendment is prompted by reports of improper fixturing during the electrolytic cleaning process of certain compressor disks at a certified repair station, Avial or Greenwich Air Services, currently GE Engine Services Dallas LP, certificate number RA1R445K of Dallas, Texas, that can result in damage to the disks in the form of arc burns. The actions specified by this AD are intended to prevent compressor disk cracking from arc burns in tie rod holes, shielding holes, or pressure balance holes, which could lead to a fracture of a compressor disk, resulting in uncontained release of engine fragments, inflight engine shutdown, and airframe damage.
98-21-32: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A300, A310, and A300-600 series airplanes, that currently requires performing a ram air turbine (RAT) extension test; removing and disassembling the RAT uplock mechanism; performing an inspection to detect corrosion of the RAT uplock mechanism, and replacement with a new assembly, if necessary; and cleaning all the parts of the RAT control shaft and its bearing component parts. This amendment requires modification of the RAT unlocking control unit, which constitutes terminating action for the repetitive tests and inspections. This amendment also limits the applicability of the existing AD. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent corrosion of the RAT uplock pin/shaft and needle, which could result in failure of the RAT to deployand consequent loss of emergency hydraulic power to the flight controls in the event that power is lost in both engines.
91-19-06: 91-19-06 I.A.M. RINALDO PIAGGIO S.P.A.: Amendment 39-8033. Docket No. 91-CE-68-AD. Applicability: Model Avante P180 airplanes (serial numbers 1004, 1006, 1007, and 1009 through 1015), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent movement or separation of the vertical stabilizer caused by failure of the No. 1 spar attachment, 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, and thereafter at intervals not to exceed 50 hours TIS until the modification described in paragraphs (a) (2) and (b) of this AD is accomplished, perform an endoscope inspection of the No. 1 spar of the vertical stabilizer attachment for cracks in accordance with the paragraphs (1) through (3) of Part A of 2. ACCOMPLISHMENT INSTRUCTIONS in Piaggio Avante P180 Service Bulletin 80-0008, Revision No. 1, dated June 26,1991. (1) If no cracks are found, prior to further flight, remove the endoscope, install an inspection plastic plug, return the airplane to service, and accomplish the repetitive inspection requirements. NOTE: The modification described in paragraphs (a) (2) and (b) of this AD may be accomplished as terminating action for the inspection requirements of this AD provided that no cracks are found per the inspections required in paragraph (a) of this AD. (2) If cracks are found, prior to further flight, modify the No. 1 spar of the vertical stabilizer spar attachment and install a reinforcement kit in accordance with paragraphs (1) through (15) of Part B of 2. ACCOMPLISHMENT INSTRUCTIONS in Piaggio Avante P180 Service Bulletin 80-0008, Revision No. 1, dated June 26, 1991. (b) Within the next 500 hours TIS after the effective date of this AD, unless already accomplished in accordance with paragraph (a) (2) of this AD, modify the vertical stabilizer spar attachment andinstall a reinforcement kit in accordance with paragraphs (4) through (15) of Part B of 2. ACCOMPLISHMENT INSTRUCTIONS in Piaggio Avante P180 Service Bulletin 80-0008, Revision No. 1, dated June 26, 1991. (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) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, Middle East office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (e) The inspections and modification required by this AD shall be done in accordance with Piaggio Avante P180 Service Bulletin 80-0008, Revision No. 1, dated June 26, 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 I.A.M. Rinaldo Piaggio S.p.A., Via Cibrario, 4, 16154 Genoa, Italy. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW; Room 8401, Washington, DC. This amendment (39-8033, AD 91-19-06) becomes effective on October 10, 1991.
98-21-23: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International, S.A. (CFMI) CFM56-7B series turbofan engines. This action supersedes telegraphic AD T98-18-51 that currently requires an inspection of electronic engine control (EEC) fault messages on both engines for the presence of any of the hydromechanical unit (HMU) fuel metering valve (FMV) signal faults identified in the All Operators Wire every 20 flight cycles or 3 calendar days, whichever occurs first, and, if necessary, removing the HMU and replacing it with a serviceable HMU. This action also requires installation of improved EEC software that constitutes terminating action to the repetitive fault message inspections. This amendment is prompted by development of improved EEC software that obviates the need for the repetitive fault message inspections. The actions specified by this AD are intended to prevent an uncommanded engine acceleration event, or inflight engine shutdown.
47-10-15: 47-10-15 LOCKHEED: (Was Mandatory Note 17 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2075. Compliance required prior to recertification. Prior to recertification of all aircraft whose certificates were revoked by direction of the Administrator on July 11, 1946, the following Service Documents must be complied with. LOCKHEED SERVICE BULLETINS: *49/SB-50, revised August 24, 1946 - Revision of Cabin Air Recirculating Fan. 49/SB-58, dated July 22, 1946 - Sealing of Main Landing Gear Doors. 49/SB-86, dated July 18, 1946 - Rerouting of Thermocouple Wires. *49/SB-91, revised September 10, 1946 - Replacements of Electrical Power Feed-Through Studs. *49/SB-93, revised August 11, 1946 - Rework of Exhaust System Ball Joints and Collector Segment. 49/SB-95, dated July 22, 1946 - Insulation of Generator Circuit Breakers. (a) 49/SB-97, revised October 28, 1946 - Sealing, Draining, and Ventilation of Nacelles. 49/SB-98, dated July 26, 1946 - Removal of Engine Filtered Air Components and Plumbing. *49/SB-100, revised August 27, 1946 - Replacement of Fuel Pressure Warning Units. 49/SB-101, revised August 6, 1947 - Modification of Hydraulic Pump Case Drain Lines. 49/SB-102, dated July 23, 1946 - Relocation of Engine Fuel Pump Lines. 49/SB-104, revised July 23, 1946 - Replacement of Windshield Wiper Motor Circuit Fuse. 49/SB-106, dated July 22, 1946 - Replacement of Windshield Heater Wire. 49/SB-109, revised August 22, 1946 - Provision for Vacuum Pump Cooling. 49/SB-113, revised August 6, 1946 - Replacement of Aluminum Electrical Wires and Terminals. 49/SB-114, revised July 31, 1946 - Protection of Electrical Receptacle. 49/SB-115, dated July 23, 1946 - Insulation of Galley Circuit Breaker. 49/SB-116, revised August 2, 1946 - Installation of Generator Field Circuit Breaker (Switch Type). *49/SB-117, revised September 5, 1946 - Insulation of Right Angle Electrical Terminals and Electrical Wiring. 49/SB-118, revised August 10, 1946 - Support of Electrical Wiring in Main Gear Wheel Well. 49/SB-119, revised July 27, 1946 - Sealing of Main Landing Gear Door Hinge. 49/SB-119A, revised August 13, 1946 - Sealing of Main Landing Gear Doors. *49/SB-121, revised September 16, 1946 - Installation of Fire Resistant Hoses and Double Hose Clamps in Nacelle Zones 2 and 3. 49/SB-122, dated July 25, 1946 - Installation of Stainless Steel CO2 Lines. *49/SB-123, revised August 27, 1946 - Replacement of Alcohol Tank, Supply Lines and Vent Line (4-pump system). 49/SB-125, dated June 23, 1946 - Removal of Cargo Compartment Insulation. 49/SB-126, dated July 23, 1946 - Protection of Electrical Junctions and Disconnects at Fire Wall. 49/SB-127, revised July 31, 1946 - Sealing of Cabin Heater Panel. 49/SB-131, revised August 10, 1946 - Rerouting of Drain Line for Deicer Distributor Oil Separator. 49/SB-132, revised August 12, 1946 - Attachment of Electrical Wire Bundles in Forward Passenger Compartment. 49/SB-133, revised July 31, 1946 - Installation of Brass Liners and Double Hose Clamps in Line Between Sump Tank and Propeller Feathering Pump. (a) 49/SB-134, revised October 28, 1946 - Installation of Protective Shield for Engine Torquemeter Plumbing. 49/SB-135, revised August 11, 1946 - Addition of Fuselage Drain Provisions. 49/SB-136, dated July 31, 1946 - Protection of Cabin Heater Flexible Fuel Line. 49/SB-137, dated July 27, 1946 - Addition of Double Hose Clamps on Inboard Fuel Tank Interconnection Line. *49/SB-138, revised September 25, 1946 - Provisions for Increase of CO2 Capacity. *49/SB-155, revised August 28, 1946 - Installation of Copper Wires in Lieu of Aluminum Wires. **49/SB-161, dated August 29, 1946 - Replacement of Alcohol Tank, Supply Lines, and Vent Line 2-pump system). LOCKHEED SERVICE INSTRUCTIONS: *49/SI-22, revised October 10, 1946 - Installation of Engine Plumbing and Electrical Wiring Heat Protective System. *49/SI-41, revised August 16, 1946 - Nacelle Fire Extinguishing System Revisions. 49/SI-105, revised August 7, 1946 - Replacement of Hydraulic Secondary Return Line. LOCKHEED SERVICE INFORMATION LETTERS: *No. 42, revised September 10, 1946 (Canceled). No. 56, dated August 10, 1946 - Periodic Inspection of Vacuum Pump Pressure Hose. No. 57, revised August 15, 1946 - Fuselage Fire Control and Smoke Elimination Procedures. No. 58, revised August 15, 1946 - Combating Belly Cargo Compartment and Fuselage Fires. No. 60, dated August 10, 1946 (Canceled). TWA Engineering Order No. 2762 - Rework of Auxiliary Hydraulic Supply Tank and Discharge Line. *Service Documents identified by an asterisk and by (a) have been revised subsequent to issuance of AD-763 (Special) dated Aug. 21, 1946, as indicated by the later revision date effective in each instance. Aircraft previously recertificated in accordance with AD-763 (Special) should be checked for compliance with these later revisions within next 200 hours of operations. **Service Bulletin 49/SB-161 was not called for in AD-763 (Special), but has subsequently been found necessary, inasmuch as Bulletin 49/SB-123 does not adequately describe changes to 2-pump anti-icing systems. Aircraft incorporating 2-pump anti-icing systems should be checked for conformity with Bulletin 49/SB-161 prior to certification.
98-21-20: This amendment supersedes Airworthiness Directive (AD) 97-04-02, which currently requires installing new exterior placards with operating instructions for the airstair door, cargo door, and emergency exits, as applicable, on certain Raytheon Aircraft Company (Raytheon) Models 1900, 1900C, and 1900D airplanes. This AD requires either modifying the existing exterior placards with door operating instructions installed in accordance with AD 97-04-02; or installing new exterior placards with operating instructions for the airstair door, cargo door, and emergency exits, as applicable. This AD results from reports of the placards (required by AD 97-04-02) covering the atmospheric vents for the cabin door differential pressure lock. The actions specified by this AD are intended to continue to assure that clear and complete operating instructions are visible for opening the airstair door, cargo door, or emergency exits, and to prevent improper operation of the cabin door differential pressure lock caused by the placards blocking the atmospheric vents.
88-15-01: 88-15-01 VALENTIN GmbH: Amendment 39-5958. Applies to Model Taifun 17E powered sailplanes (all serial numbers) certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent the possibility of inadequate warning of an impending stall which could result in the loss of control of the powered sailplane, accomplish the following: (a) Within the next 30 hours time-in-service after the effective date of this AD or by September 15, 1988, whichever occurs first, install a stall warning system in accordance with the installation instructions of Valentin Technical Note (TN) No. 8/818, dated December 10, 1985. (b) 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. (c) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de la Loi B-1040 Brussels, Belgium; telephone 513.38.30 Ext. 2710; or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791- 6680. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Valentin-Flugzeugbau GmbH TN No. 8/818, dated December 10, 1985, and associated installation instructions, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 551(a)(1). All persons affected by this directive who have not already received these documents may obtain copies upon request from Valentin- Flugzeugbau GmbH, Flugplatzstrasse 18, D-8728 Hassfurt, Federal Republic of Germany; telephone 0 95 21/47 30; or Morris Aviation, Ltd., P.O. Box 718, Statesboro, Georgia, 30458; telephone (912) 489-8161. These documents may also 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 88-ANE-26, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment 39-5958 becomes effective on July 14, 1988.
78-11-03: 78-11-03 PRATT & WHITNEY AIRCRAFT: Amendment 39-3224. Applies to all Pratt & Whitney Aircraft JT3D turbofan engine models. Compliance required not later than March 1, 1980, unless already accomplished. To preclude failures of first stage fan blades due to forging laps, which could result in aircraft damage, perform a one-time blue etch anodize inspection of the blades in accordance with the procedures given in Pratt & Whitney Alert Service Bulletin 4733, dated May 5, 1977, or later FAA approved revision, and Special Instruction 2F-77, dated January 28, 1977, or later FAA approved revision. Fan blades that exhibit blue etch linear indications in the inspection areas shown in Figure 1 of ASB 4733 must be reworked or scrapped in accordance with the forging lap repair limits established in Figure 2 of ASB 4733, dated May 5, 1977, or later FAA approved revision. NOTE: The AD does not change the present fan blade blend limits given in the JT3D engine manual. Themanufacturer'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 Technologies 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. This amendment becomes effective August 10, 1978.
2013-05-04: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-Trent 970-84, RB211-Trent 970B-84, RB211- Trent 972-84, RB211-Trent 972B-84, RB211-Trent 977-84, RB211-Trent 977B-84, and RB211-Trent 980-84 turbofan engines. This AD requires inspection of the intermediate pressure compressor rear stub shaft (IPC RSS) piston ring. This AD was prompted by the failure of an oil pump drive shear neck due to a piston ring seal that was not seated properly in the IPC RSS groove. We are issuing this AD to prevent failure of the oil pump drive shear neck, which could result in loss of oil pressure in one or more engines and reduced control of the airplane.
2010-13-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Investigation into a landing gear retraction problem on a production test flight revealed that, during aircraft pressurization and depressurization cycles, the pressure floor in the main landing gear bay deflects to a small extent. This causes relative misalignment between the [alternate-extension system] AES bypass valve, the downlock assist valve and the summing lever which, in turn, can result in damage to and potential failure of the respective clevis attached to one or both of the valves. Such a clevis failure could remain dormant and, in the subsequent event that use of the AES was required, full landing gear extension may not be achievable. * ** * * We are issuing this AD to require actions to correct the unsafe condition on these products.
98-21-17: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive inspections to detect fatigue cracking of the spring beams on the outboard struts; replacement of cracked spring beams with new or serviceable spring beams; and follow-on actions. That action also provides an optional terminating action for the repetitive inspections. This amendment removes that optional terminating action, and requires a new terminating action. This amendment is prompted by the development of an improved process for manufacturing titanium spring beams that will eliminate the embedded porosity flaws in the existing spring beams from which fatigue cracking can originate. The actions specified by this AD are intended to prevent fatigue cracking of the spring beam, which could result in loss of an outboard strut.
81-04-11: 81-04-11 SHORT BROTHERS LIMITED: Amendment 39-4046. Applies to Model SD3-30 airplanes, certificated in all categories, which have Meansco nose landing gear assembly, P/N 18001, serial numbers MMC-005, MMC-006, MMC-008, MMC-009, MMC-010, MMC- 011, MMC-012, MMC-015, MMC-022, MMC-023, MMC-024, MMC-029, MMC-031 through MMC-051; Menasco nose landing gear down lock mechanism assembly, P/N 18003, serial numbers MMC-003 through MMC-059; or Menasco main landing gear shock strut and link assembly, P/N 17525, serial numbers MMC-011 through MMC-130, installed. Compliance is required as indicated, unless already accomplished. To prevent malfunction or collapse of the landing gear, accomplish the following: (a) Within 100 hours time in service, or prior to the accumulation of 150 landings after the effective date of this AD, whichever occurs later: (1) Visually inspect the nose landing gear assembly, Menasco P/N 18001, for evidence of leaking hydraulic fluid. NOTE: Payspecial attention to the area around the edges of the nameplate. (2) If no leaks are found, make the appropriate log book entry and return to service. (3) If leakage is detected, remove the nameplate and inspect the cylinder, Menasco P/N 18103, for cracks using either the dye penetrant or the eddy current method in accordance with Item 11, "ACCOMPLISHMENT INSTRUCTIONS," of Menasco Mfg. of Canada Ltd. Service Bulletin No. 32-53, Revision 2, dated March 5, 1980, or an FAA-approved equivalent. (b) If as a result of the inspection required in paragraph (a)(3) of this AD: (1) No cracks are found, reinstall nameplate, make the appropriate log book entry, and return the cylinder to service. (2) Cracks are found, before further flight, except as provided in paragraph (g) of this AD, remove the cylinder from service and replace with a new or serviceable cylinder of the same Menasco part number, or an FAA-approved equivalent. NOTE: Short Brothers Limited Service Bulletin No. SD3-32-68, Revision 2, dated April 25, 1980, pertains to the same subject. (c) Within 500 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 600 hours time in service until paragraphs (d) and (e) of this AD are accomplished: (1) For Menasco nose landing gear down lock mechanism, P/N 18003, serial numbers MMC-003 through MMC-059, disassemble, clean, grease the spring and sliding faces, reinstall, and test in accordance with Part A of Item 11, "ACCOMPLISHMENT INSTRUCTION," of Menasco Mfg. of Canada Ltd. Service Bulletin No. 32-45, dated August 27, 1979, or an FAA-approved equivalent. NOTE: Short Brothers Limited Service Bulletin No. SD3-32-66, dated September 25, 1979, refers to this same subject. (2) For Menasco main landing gear shock strut and link assembly P/N 17525, serial numbers MMC-011 through MMC-130, disassemble components P/N 17781, P/N 17782, and P/N 17787; clean, grease spring, sliding spring, and sliding faces, reassemble, and test in accordance with Part A of Item 11, "ACCOMPLISHMENT INSTRUCTIONS," of Menasco Mfg. of Canada Ltd. Service Bulletin No. 32-44, Revision 1, dated January 16, 1980, or an FAA- approved equivalent. NOTE: Short Brothers Limited Service Bulletin No. SD3-32-65, Revision 1, dated March 13, 1980, refers to this same subject. (d) Following rework of the nose landing gear down lock mechanism components to accommodate grease fittings accomplished in accordance with Part B and C of Item 11, "ACCOMPLISHMENT INSTRUCTIONS," of Menasco Mfg. of Canada Ltd. Service Bulletin No. 32-45, dated August 27, 1979, or an FAA-approved equivalent, compliance with paragraph (c)(1) of this AD is no longer required. (e) Following rework of the main landing gear shock strut and link assemblies to accommodate grease fittings accomplished in accordance with Part B and C of Item 11, "ACCOMPLISHMENT INSTRUCTIONS," of Menasco Mfg. of Canada Ltd. ServiceBulletin No. 32-44, Revision 1, dated January 16, 1980, or an FAA-approved equivalent, compliance with paragraph (c)(2) of this AD is no longer required. (f) Grease nose landing gear down lock mechanism and main landing gear shock strut and link assemblies reworked in accordance with paragraphs (d) and (e) of this AD every 600 hours time in service thereafter. (g) The airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the maintenance can be performed. (h) Upon submission of substantiating data, through an FAA Aviation Safety Inspector, the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, may adjust the inspection intervals. (i) If an equivalent means of compliance is used in complying with paragraphs (a), (c), (d) or (e) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. This amendment becomes effective March 3, 1981.
87-05-02: 87-05-02 BEECH: Amendment 39-5553. Applies to Models 1900 and 1900C (all serial numbers) airplanes equipped with optional "chip detect" annunciators, certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude the reduction of the attention-getting qualities and enhance pilot awareness of the cockpit caution and warning annunciators, accomplish the following: (a) Revise Beech Models 1900/1900C Pilot's Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM), Part Number (P/N) 114-590021-3, by incorporating Revision A3, dated February 1986. (b) An alternate means of compliance with paragraph (a) of the AD is as follows: (1) Using pen-and-ink or other permanent means, delete the words "at the next point where maintenance can be performed" from the procedure entitled ILLUMINATION OF "CHIP DETECT" ANNUNCIATOR on page 3A-6. (2) In place of the words deleted in step (1), insert the words "prior to the next takeoff". (c) The requirements of paragraph (a) or (b) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (d) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents applicable to this AD upon request to Beech Aircraft Corporation, 9709 East Central, P.O. Box 85, Wichita, Kansas 67201; or the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective March 23, 1987.