Federal Aviation Administration March 16, 2009 – Federal Register Recent Federal Regulation Documents

The FAA proposes to adopt a new airworthiness directive (AD) for General Electric Company (GE) CF6-80C2 series turbofan engines with certain thrust reverser ballscrew gearbox assembly adjustable-length end actuators installed. This proposed AD would require initial visual inspections and repetitive replacements of the \3/8\-inch rod-ends installed on the thrust reverser ballscrew gearbox assembly adjustable- length end actuators, along with optional terminating action to those repetitive replacements. This proposed AD would also require initial visual inspections and replacements, if necessary, of the other hardware connecting the thrust reverser transcowls to the engine. This proposed AD results from reports of four failures of rod-ends on certain thrust reverser ballscrew gearbox assembly adjustable-length end actuators, leading to partial or complete separation of the transcowl from the engine and airplane during thrust reversal. We are proposing this AD to prevent loss of thrust control, asymmetric thrust, increased stopping distance, and possibly hazardous debris on the runway, which could result in unsafe landings.

The FAA is adopting a new airworthiness directive (AD) for certain Fokker Model F.27 Mark 050 airplanes. This AD requires measuring the length of the extended portion of the sliding member of the main landing gear, performing an inspection for the presence of lockwiring, and doing corrective actions if necessary. This AD results from a report that the sliding member of the main landing gear has been overextended after landing. We are issuing this AD to detect and correct improper installation of the lockwire on the two lockbolts that hold the sliding member end stop, which could result in structural damage of the main gear and loss of control of the airplane during the landing roll, due to main landing gear overextension.

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:

This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron Inc. (Bell) model helicopters. This action requires reidentifying a certain part-numbered main rotor yoke (yoke) based on whether it was ever installed on a Model 412CF helicopter or on a Model 412 or 412EP helicopter with a slope landing kit. This AD also requires reducing the retirement life of the reidentified yokes from 5,000 hours time-in-service (TIS) to 4,500 hours TIS. Also, this AD requires recording the reidentified yoke part number (P/N) and the reduced retirement life on the component history card or equivalent record. This amendment is prompted by fatigue analysis that shows that the retirement life should be reduced on certain yokes. The actions specified in this AD are intended to prevent fatigue cracking of a yoke, failure of a yoke, and subsequent loss of control of the helicopter.

We are adopting a new airworthiness directive (AD) for Agusta S.p.A. Model AB139 and AW139 helicopters. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI states: ``Operators had reported a number of occurrences of in-flight losses of cockpit door windows, both left and right side. This condition, if not corrected, could result in damage to critical components.'' The actions specified by this AD are intended to require that cockpit door windows (windows) be replaced with re-designed windows to prevent a window from separating from the helicopter, contacting the tailboom or tail rotor, resulting in loss of control of the helicopter.