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2010-05-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-05-51, which was sent previously to all known U.S. owners and operators of ECF Model EC120B helicopters by individual letters. This AD requires, at specified intervals, inspecting the main rotor head rotor hub (rotor hub) for a crack. If you find scoring, paint flaking or left-over identification plate adhesive, the AD requires sanding the area until the primer coat becomes visible and inspecting the rotor hub for a crack. If you find a crack, the AD requires, before further flight, replacing the rotor hub with an airworthy rotor hub. This amendment is prompted by a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states that ECF has been informed of an emergency landing due to excessive vibrations originating from the main rotor. After an investigation, it was determined that the main rotor head rotor hub (rotor hub) had failed in the attachment area of one of the three drag damper fittings. The actions specified by the AD are intended to prevent failure of a hub, excessive vibrations, loss of a main rotor blade, and subsequent loss of control of the helicopter.
2017-14-03: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. This AD requires an inspection and reduces the retirement lives of certain landing gear components. This AD is prompted by a revised analysis of the fatigue life of the landing gear. The actions of this AD are intended to prevent an unsafe condition on these products.
2001-26-08: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 B2 series airplanes and Model A300 B4-2C, B4-103, and B4-203 series airplanes, that requires identifying the types and areas of repairs on the airplane between frame 10 and frame 80, and performing follow-on actions for certain repairs. These actions are necessary to detect and correct fatigue cracking of certain repairs of the fuselage between frame 10 and frame 80, which could result in reduced structural integrity of the airplane. These actions are intended to address the identified unsafe condition.
2001-26-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger-to a cargo-carrying ("freighter") configuration. This amendment requires, among other actions, modification of the main deck cargo door structure and fuselage structure; modification of a main deck cargo door hinge; modification of the main deck cargo floor; and installation of a main deck cargo 9g crash barrier. These actions are necessary to prevent opening of the cargo door while the airplane is in flight or collapse of the main deck cargo floor, and consequent rapid decompression of the airplane including possible loss of flight control or severe structural damage. These actions are intended to address the identified unsafe condition.
74-03-04: 74-03-04 GENERAL DYNAMICS: Amdt. 39-1781. Applies to Model 240 series and T- 29B airplanes including those modified for Turbo-propeller power per STC SA1054WE certificated in all categories. Compliance required as indicated. To detect cracks in the Pilot and Copilot direct vision window frame castings, P/N's 240- 3110314-6 and -7 (hereinafter referred to as the casting) which could result in failure in flight and consequent rapid decompression, accomplish the following: (a) Inspect each casting with 4500 or more hours' time in service on the effective date of this AD for cracks in accordance with (c), below, within the next 250 hours' time in service after the effective date of this AD unless already accomplished within the last 750 hours' time in service, and thereafter at intervals not to exceed 1000 hours' time in service from the last inspection. (b) Inspect each casting with less than 4500 hours' time in service on the effective date of this AD for cracks inaccordance with (c), below, prior to the accumulation of 4750 hours' time in service and thereafter at intervals not to exceed 1000 hours' time in service from the last inspection. (c) Inspect the castings in accordance with Paragraph 2B of General Dynamics Service Bulletin 600 (240D), S.B. No. 53-2A, dated December 21, 1973, or later FAA-approved revisions, or by a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) If a crack is found, comply with (1) or (2), below, as appropriate: (1) If the crack completely severs the frame at any point, replace the casting with a new part, P/N 240-3110314-6 or -7, prior to further flight, except that the airplane may be flown with a zero differential cabin pressure in accordance with FAR 21.197 to a base where the replacement can be accomplished. (2) If the crack does not completely sever the frame at any point, replace the casting with a new part, P/N 240-3110314-6 or -7, within 250 hours' time in service after crack discovery, except that, until such time as the casting is replaced, the following shall apply: (i) The airplane must be operated at a zero differential cabin pressure. (ii) Prior to take off after crack discovery, an operating limitation in the form of a placard must be installed in clear view of the pilot stating: "Operation Limitation. Pressurized Flight Prohibited." (e) Operators who have not kept records of hours' time in service of individual castings shall substitute hours' time in service of the airplane in lieu thereof. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the compliance times herein if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective on February 4, 1947.
2001-26-06: This amendment adopts a new airworthiness directive (AD) that is applicable to CFE Company model CFE738-1-1B turbofan engines. This action requires the removal of certain fan rotor disks from service. This amendment is prompted by a report from a forging manufacturer, of a metallurgical inclusion (contaminant) found in a forging made from a certain ingot of titanium. Fan rotor disks for model CFE738-1-1B engines have been manufactured from this same ingot and are suspect for metallurgical inclusions. The actions specified in this AD are intended to remove from service affected fan rotor disks, which if not removed, could result in uncontained engine failure and damage to the airplane.
74-24-03: 74-24-03 BEECH: Amendment 39-2016. Applies to the following models and serial numbered airplanes if equipped with either Grimes P/N 30-0467-1 or Grimes P/N 30-0467-3 strobe light assemblies: F33A, Serials CE-436 through CE-537 V35B, Serials D-9468 through D-9692 A36, Serials E-424 through E-603, E-605 through E-607 95-B55 and 95-B55A, Serials TC-1526 through TC-1804 and TC-1806 through TC-1811 E55 and E55A, Serials TE-904 through TE-1000, TE-1002 and TE-1003 58 and 58A, Serials TH-303 through TH-482, and TH-484 through TH-527 A60 and B60, Serials P-223 through P-307, P-309 and P-310 70, Serial LB-35 B80, Serials LD-441 through LD-490 C90, Serials LJ-502 through LJ-643 E90, Serials LW-1 through LW-117 B99, Serials U-152 through U-159 100 and A100, Serials B-52 through B-204 200, Serials BB-1 through BB-14, BB-16 through BB-21, and BB-29 Compliance: Required as indicated, unless already accomplished. A. To preclude possible ignition of flammablefluids or vapors by arcing between the strobe lights and the aircraft structure, within the next 25 hours' time in service after the effective date of this AD, deactivate the strobe light system in accordance with Beech Service Instruction No. 0655-362, Rev. I, or later approved revisions and add a temporary placard near the strobe light switch stating "STROBE LIGHT SYSTEM DEACTIVATED". This requirement is only applicable until the strobe light system is modified per Paragraph B of this AD. B. To assure proper electrical bonding of the Grimes Strobe light P/N 30-0467-1 or P/N 30-0467-3, to the aircraft structure so as to eliminate a possible ignition source in an area where fuel/fuel vapor can exist, on or before July 1, 1975, modify the strobe light system in accordance with Beech Service Instructions No. 0655-362, Rev. I, or later approved revisions. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA,Central Region. If an airplane has been modified by the aircraft manufacturer in accordance with Paragraph B above and the aircraft manufacturer has made an entry in the aircraft permanent maintenance record that the modification was "in accordance with AD 74-20-11, as amended", or words to that effect, such modification meets the requirements of Paragraph B of this AD. This AD supersedes Amendment 39-1980, AD 74-20-11. This amendment becomes effective November 22, 1974.
2017-15-07: We are superseding airworthiness directive (AD) 2017-04-51 for all Safran Helicopter Engines, S.A., Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K1, 1S, and 1S1 turboshaft engines. AD 2017-04-51 required inspecting, wrapping, and replacing the affected drain valve assembly (DV) installed on these Arriel 1 engines. This AD requires inspecting and wrapping affected DVs and replacing those DVs found to be defective. This AD eliminates the terminating action that existed under AD 2017-04-51 and reduces the population of affected parts. This AD was prompted by reports of additional fuel leaks originating from the DV on certain Arriel engines. We are issuing this AD to correct the unsafe condition on these products.
50-32-01: 50-32-01 CONTINENTAL: Applies to All Airplanes Equipped With Continental Model E185-3 Engines Serially Numbered 4514-D and Below, E185-1 Engines Serially Numbered 4566-D and Below and E165-2 Engines Serially Numbered 10025 and Below. This Includes Navion, Beech Model 35 and Temco (Luscombe) Model 11A Airplanes. Compliance required each 10 hours of operation as indicated. AD 49-02-04 describes an inspection procedure to preclude the possibility of sudden oil pump failure (and almost immediate complete engine failure resulting therefrom) due to shearing of the square corners of the oil pump drive gear shaft. There have been a few recent oil pump failures which could have been avoided by continuation of periodic wear checks of the oil pump drive until the related parts are proven satisfactory by teardown inspection and/or replacement. Therefore, the following should be accomplished on all engines in the serial number ranges indicated above which have not already complied withContinental Service Bulletin No. M48-15: Remove tachometer drive cable and insert tapered flat end of Continental Drive Fit Indicator flat end of Continental Drive Fit Indicator (P/N 530757) in slot of tachometer drive shaft, tapping slightly to be sure it is tight in place. By holding the graduated indicator with one finger, and moving the bar with another, a reading (in degrees) of total backlash is obtained. Total backlash should not exceed 15 degrees. If total backlash does not exceed 15 degrees, the wear check should be repeated at 10-hour intervals until the engine is overhauled and oil pump parts are dimensionally inspected and/or replaced, to determine whether or not excessive wear is accumulating. An accumulation of an additional 5 degrees indicated wear in 20 hours, over the original reading, whether a total of 15 degrees is reached or not, is sufficient to warrant replacement of parts as hereafter noted. A reading of more than 15 degrees on the indicator indicates excessive wear, a potential failure, and requires immediate replacement of worn parts prior to further operation of the airplane. Parts affected include the oil pump drive gear, oil pump housing, accessory case, and cam gear. The cam gear need not be replaced if concentricity check shows total runout of square holes to be less than 0.004 inch. At the time of major overhaul (or first disassembly), oil pump drive parts as per Continental Service Bulletin No. M48-15, should be checked and replaced if necessary. These parts are the oil pump drive gear and cam gear. The wear check can be made at any Continental Authorized Service Station, and involves only a few minutes for accomplishment. (Continental Service Bulletins Nos. M48-14, with supplements Nos. 1 and 2, and M48-15, cover this same subject.) This supersedes AD 49-02-04.
87-16-11: 87-16-11 BEECH AIRCRAFT CORPORATION: Amendment 39-5709. Applies to Model 58 (S/N's TH-1389, TH-1396, TH-1397, TH-1403, TH-1407 through TH-1410, TH-1412, TH-1414, TH-1416, TH-1420 through TH-1423, TH-1425, TH-1427, TH-1430, TH-1434, TH-1438, TH-1440, TH-1442, TH-1443, TH-1445, TH-1447, TH-1451, TH-1452, TH-1456, TH-1457, TH-1459, TH-1462, TH-1463, TH-1466, TH-1468, TH-1472 through TH-1474, TH-1477, TH-1478, TH-1481, TH-1483, TH-1485, TH-1490, TH-1492, TH-1495 through TH-1497, TH-1499, TH-1500, TH-1502 and TH-1506) airplanes certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless previously accomplished. To preclude the loss of stall warning capability in icing conditions, accomplish the following: (a) Within the next 25 hours time-in-service (unless the inspection and relay installation requirements of paragraph (c) have been accomplished): (1) Fabricate and install on the instrument panel in clear view of thepilot the following placard using letters of a minimum of 0.10 inch in height: "FLIGHT INTO KNOWN ICING CONDITIONS IS PROHIBITED". (2) Place a copy of this AD in the Limitation Section of Pilot's Operating Handbook (POH) and FAA Approved Airplane Flight Manual (AFM). (3) Cover the airplane operating placard statement, "This airplane approved for flight in icing conditions" with opaque tape. (4) Operate the airplane in accordance with this limitation. (b) The requirements of paragraph (a) of this AD may be accomplished by the owner/operator on any airplanes which are not used under Part 121 or 135. The person accomplishing these actions must make the appropriate airplane maintenance record entry per FAR 43.9 and 91.173. (c) Within the next 100 hours time-in-service after the effective date of this AD, inspect and, if necessary, modify the stall warning heater circuit in accordance with the instructions in Beechcraft Mandatory Service Bulletin No. 2180,dated June 1987. (d) The requirements and limitations of paragraph (a) of this AD do not apply to airplanes that have been inspected and modified as required per paragraph (c) of this AD. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) An equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5709, becomes effective on September 1, 1987.
2017-15-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports of uncommanded altitude display changes in the mode control panel (MCP) altitude window. This AD requires replacing the existing MCP with a new MCP having a different part number. We are issuing this AD to address the unsafe condition on these products.
2001-25-10: This amendment adopts a new airworthiness directive (AD) that supersedes Airworthiness Directive (AD) 99-19-32, which applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. AD 99-19-32 currently requires you to inspect the flap actuator internal gear system for correct end-play and backlash measurements and accomplish any corrective adjustments, as necessary. Pilatus has identified modifications for the flap system and designed and manufactured a new flap control and warning unit (FCWU) that permits the flap power drive-unit circuit breaker to close during flight. This AD requires you to modify the flap control wiring and install a flap power drive-unit field control panel. The actions specified by this AD are intended to allow the flap power drive-unit circuit breaker to close during flight and prevent current surges in the flap control system. If the pilot cannot close the circuit breaker during flight, the flight control and warning unit (FCWU) would not sense a worn actuator. Current surges in the flap control system could decrease the electrical life of the flap power drive-unit motor contactor. Both conditions have the potential for flap system failure with consequent reduced or loss of control of the airplane.
2001-25-07: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter France Model AS 332C, L, L1, and L2 helicopters. That AD requires conducting a filter clogging warning test, and, if necessary, replacing a jammed valve with an airworthy valve. This amendment requires the same actions as the existing AD but references a revision to the previously referenced service information; adds fuel filter part numbers to the applicability; and clarifies other provisions throughout the AD. This amendment is prompted by jammed fuel filter by-pass valves. The actions specified by this AD are intended to prevent power loss due to fuel starvation, engine flameouts, and a subsequent forced landing.
86-13-01: 86-13-01 WYTWORNIA SPRZETU KOMUNIKACYJNEGO: Amendment 39-5330. Applies to Model(s) PZL M18 (S/Ns up to and including 1Z012-40) airplanes, certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent loss of engine control, accomplish the following: (a) Before the first flight of each day: (1) Visually check the following parts for the absence of discernible deformation, corrugation and cracks in accordance with Wytwornia Sprzetu Komunikacyjnego, PZL-Mielec Mandatory Service Bulletin (MSB) No. E/02.064/84, dated April 1984: (i) The propeller pitch control system load carrying tube, P/N D65.250.00.2 (see the above S/B Sketch No. 1, sheet 1). (ii) The propeller pitch control system bracket, P/N D65.012.00.1 (see the above S/B Sketch No. 1, sheet 1). (iii) The throttle control system torque tube, P/N D65.210.00.1 (see the above S/B Sketch No. 1, sheet 2). (iv) The engine mounting frame struts (see the above S/B Sketch No. 2). (2) If no cracks, deformations, or corrugations are found, record compliance with paragraph (a)(1) of this AD in the aircraft maintenance records in accordance with FAR 91.173. (3) If any crack, deformation, or corrugation is found, replace the damaged part before the next flight as follows: (i) The propeller pitch control tube with a new serviceable part, or accomplish (iv). (ii) The propeller pitch control bracket with a new serviceable part, or accomplish (iv). (iii) The throttle control torque tube with a new serviceable part or an improved part in accordance with Mandatory Design Bulletin (MDB) No. K/02.067/84, dated July 1984, or accomplish (iv). (iv) The torque tube system with either the D65.300.00.4 propeller pitch control cable installation and the D65.310.00.4 throttle control cable installation in accordance with MDB No. K/02.060/83 dated October 1983, or alternatively replace both with the 56-3632-0062 cable installations in accordance with Mandatory Engineering Bulletin (MEB) No. K/02.070/84. (v) The engine frame struts with new serviceable units or with an improved engine mount P/N D64.100.00.5 in accordance with MDB No. K/02.060/83, dated October 1983. (b) The daily visual check required by paragraph (a)(1) of this AD may be performed by the holder of a pilot certificate issued under FAR Part 61 on any airplane which is not used for operations under FAR Part 121, 127, 129, or 135. (c) Within 50 hours time-in-service (TIS) after the effective date of this AD and every 50 hours TIS thereafter: (1) Visually inspect for cracks, using a 5X power (or greater) magnifying glass, the parts described in paragraphs (a)(1)(i) through (a)(1)(iv) of this AD in accordance with MSB E/02.064/84. (2) If any crack is found, prior to the next flight accomplish the corrective action described in paragraph (a)(3) of this AD. (d) The intervals between the repetitive 50 hour TIS inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishment of these inspections concurrent with other scheduled maintenance of the airplane. (e) Aircraft may be flown in accordance with FAR 21.197 to a location where paragraph (a)(3) and (c) of this AD can be accomplished. (f) The daily and 50 hour TIS repetitive inspections specified by this AD are no longer required after MDB No. K/02.060/83, dated October 1983, is accomplished. If MEB No. K/02.070/84 is accomplished prior to MDB No. K/02.060/83, the inspections specified by this AD on the propeller and throttle controls are no longer required. The engine frame inspection would still be required. (g) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Wytwornia Sprzetu Komunikacyjnego, PZL-Mielec, 39-301 Mielec, Poland, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on July 19, 1986.
2017-14-06: We are superseding airworthiness directive (AD) 93-17-13 for Schweizer Aircraft Corporation and Hughes Helicopters, Inc. (now Sikorsky Aircraft Corporation) (Sikorsky) Model TH55A, 269A, 269A-1, 269B, and 269C helicopters. AD 93-17-13 required installing tachometer markings and inspecting the lower coupling driveshaft (driveshaft). This new AD requires repetitive inspections of the driveshaft and expands the applicability to include Model 269C-1 helicopters. This AD is prompted by reports of accidents because of driveshaft failures. The actions of this AD are intended to prevent the unsafe condition on these products.
78-01-10: 78-01-10 AVIONS MARCEL DASSAULT-BREGUET AVIATION: Amendment 39- 3115. Applies to Model Falcon 10 airplanes, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the loss of engine fire extinguishing system capability as a result of cracking in the discharge lines, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD, comply with paragraphs (a)(1) through (a)(4) of this paragraph and thereafter continue to comply with paragraphs (a)(1),(a)(2), and (a)(3) at intervals not to exceed 300 hours time in service until paragraph (b) is met: (1) Remove the engine fire extinguishing system lines, P/N's F10A791105 and F10A791115, and inspect for cracks using a dye penetrant method in accordance with paragraph 2C of Avions Marcel Dassault - Breguet Aviation Alert Service Bulletin F10-A-26- 002, AMD-BA F10-A-0141, dated April 4, 1977, or an FAA-approved equivalent (hereinafter referred to as "Alert Service Bulletin"). (2) If a crack is found in a line, replace the line with a line of the same part number or an FAA-approved equivalent that is found to be free of cracks. Mark cracked lines to identify them as unairworthy. (3) Comply with paragraph 2D of the Alert Service Bulletin when reinstalling lines. (4) Enlarge the diameter of the openings which permit passage of the fire extinguishing system lines through the fuselage skin between frames 29 and 30 in accordance with paragraph 2B of the Alert Service Bulletin. (b) The repetitive inspections required by paragraphs (a)(1) through (a)(3) of this AD may be discontinued after the following is accomplished: (1) Paragraph (a)(4) of this AD has been accomplished. (2) A clamp is installed at frame 29 in accordance with paragraph 2D of the Avions Marcel Dassault - Breguet Aviation Service Bulletin F10-26-002, AMD-BA-F10-0141, dated June 17, 1977, or an FAA-approved equivalent (hereinafter referred to as "June Service Bulletin"). (3) Lines, P/N F10 A 791105A2 and F10 A 791115A2, have been installed in accordance with the June Service Bulletin. (c) Airplanes may be flown in accordance with FAR 21.197 and FAR 21.199 to a maintenance base where the repairs and maintenance required by this AD are to be performed. (d) Upon request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, FAA, c/o American Embassy, Brussels, Belgium, may adjust the inspection interval specified in paragraph (a) of this AD or approve modifications equivalent to these specified in paragraph (b) of this AD provided that such requests are made through an FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. This amendment becomes effective January 19, 1978.
91-22-01: 91-22-01 CESSNA: Amendment 39-8061. Docket No. 91-CE-64-AD. Applicability: Model 210 airplanes (serial numbers (S/N) 21059062 through 21064535, S/N T210-0393 through T210-0454, and S/N P21000001 through P21000760), certificated in any category. Compliance: Required within the next 50 hours time-in-service, unless already accomplished. To prevent fuel leakage caused by damaged fuel lines, which could result in an in-flight fire, accomplish the following: (a) Inspect the electrical wires in the nose gear tunnel area and the fuel line to the engine-driven fuel pump for cracks or chafing. (1) If any cracked or chafed electrical wire or fuel line is found, prior to further flight, replace with a new electrical wire or fuel line. Ensure that the electrical wires are bundled and route or clamp the wire bundle so there is a clearance of .25 inches between the wire bundle and fuel line to the engine-driven fuel pump. (2) If no cracked or chafed electrical wire or fuel line is found, ensure that the electrical wires are bundled and route or clamp the wire bundle so there is a clearance of .25 inches between the wire bundle and fuel line to the engine-driven fuel pump. NOTE: Cessna Service Information Letter SE82-32, dated July 23, 1982, includes a photo that highlights the inspection areas and clearance area that is referenced in this AD. This service information may be obtained from the Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded throughan appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (d) Information that is related to this AD may be obtained from the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri. This amendment (39-8061, AD 91-22-01) becomes effective on November 4, 1991.
2001-25-06: This amendment adopts a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-76B and S-76C helicopters. This action requires modifying the electrical power distribution system to change the source of the 28 volts supplied to Nos. 1 and 2 attitude and heading reference (AHRS) WARN circuits. This amendment is prompted by a ground test simulating loss of the essential bus by pulling both bus tie circuit breakers and switching off both batteries. As a result of this action, both autopilots went off-line. The actions specified in this AD are intended to prevent an AHRS fail signal to both autopilots due to a failure of the essential bus, loss of autopilot functions, and subsequent loss of control of the helicopter.
47-41-03: 47-41-03 BELL: (Was Mandatory Note 15 of AD-1H-2.) Applies to Models 47B and 47B3 Helicopters. Compliance required not later than next 50-hour inspection after December 1, 1947. To prevent failure of the fuel line connecting the fuel shutoff valve and auxiliary fuel pump, replace the rigid aluminum line with a flexible hose line. On Serial Numbers 2 through 5, 7 through 11, 13 and 14, replace P/N 47-686-001-37 with P/N AN 856A6A or AN 6270-6-14. (Bell Service Bulletin 47C46 dated June 19, 1947, covers the above installation.)
2017-14-14: We are adopting a new airworthiness directive (AD) for all Airbus Model A321 series airplanes. This AD was prompted by a determination from fatigue testing that cracks could develop in the cabin floor beam junction at certain fuselage frame locations. This AD requires repetitive inspections for cracking in the cabin floor beam junction at certain fuselage frame locations, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2010-26-10: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 747-200C, -200F, -400, -400D, and -400F series airplanes. That AD currently requires repetitive inspections for cracks in the overlapping (upper) skin of the upper fastener row of the lap joints of the fuselage skin in sections 41, 42, and 46; and related investigative and corrective actions, if necessary. This new AD expands the inspection area in the existing AD, and adds a modification of certain lap joints and certain post-repair inspections of the lap joints. Accomplishing the modification would end the repetitive inspections required by the existing AD for the length of lap joint that is modified. This AD results from a structural review of affected skin lap joints for widespread fatigue damage. We are issuing this AD to prevent fatigue cracking in certain lap joints, which could result in rapid depressurization of the airplane.
2001-24-21: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-10 series airplanes, that currently requires a one-time detailed visual inspection to determine if wire segments of the wire bundle routed through the feed through on the aft side of the flight engineer's station are damaged or chafed, and corrective actions, if necessary. This amendment also requires revising the wire bundle support clamp installation at the flight engineer's station. This action is necessary to prevent chafing of the wire bundle located behind the flight engineer's panel caused by the wire bundle coming in contact with the lower edge of the feed through and consequent electrical arcing, which could result in smoke and fire in the cockpit. This action is intended to address the identified unsafe condition.
85-07-07: 85-07-07 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5020. Applies to Model SE3130, SE313B, SA3180, SA318B, SA318C, and SA315B helicopters, certificated in all categories, that are equipped with a tail rotor pitch change control rod that has been modified in accordance with AMS2178. Compliance is required within 50 hours time in service after the effective date of the AD or before the accumulation of 750 hours total time in service for tail rotor gearboxes, whichever occurs later, unless already accomplished. To ensure that proper shot peening of the control rod has been accomplished and thereby prevent possible cracks in the control rod, accomplish the following: (a) Comply with paragraph C of Aerospatiale Service Bulletin No. 01.19 or No. 01.50, dated May 2, 1984, for the appropriate helicopter model. Paragraph C of each bulletin contains disassembly, inspection, and assembly information. (b) Equivalent means of complying with this AD must be approved by the Manager, Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (c) Aircraft may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where compliance may be accomplished. (d) The Director of the Federal Register approved the incorporation by reference of the manufacturer's specifications and procedures identified and described in this directive pursuant to 5 U.S.C. 552(a)(1). Persons may obtain copies of the service bulletins upon request to Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, Attention: Customer Support. The documents may be examined at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas. This amendment becomes effective April 19, 1985.
2017-14-07: We are adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, V2533-A5, V2525-D5, V2528-D5, and V2531-E5 turbofan engines. This AD was prompted following a self- disclosure by IAE regarding manufacturing quality escapes. This AD requires replacing the affected and suspect parts within the time limits specified in the compliance section. We are issuing this AD to address the unsafe condition on these products.
76-21-06: 76-21-06 CESSNA: Amendment 39-2750. Applies to Models 172M (Serial Numbers 17266981 thru 17267584); 172N (Serial Numbers 17267585 thru 67610, 612 thru 621, 623 thru 626, 628 thru 634, 636, 638 thru 648, 651 thru 655, 657, 658, 660 thru 666, 669, 670, 673 thru 679, 681, 682, 684 thru 687, 689, 691 thru 698, 700, 701, 703 thru 706, 708 thru 713, 715, 718, 722 thru 724, 727 thru 729, 732, 736, 738, 739, 74l thru 744, 746 thru 749, 752, 754, 756, 757, 759, 760, 763, 764, 770, 772, 776, 785, 791 and 800); 177B (Serial Numbers 17702450 thru 17702536, 17702538 thru 17702544); and 177RG (Serial Numbers 177RG0875 thru 177RG0990, 177RG0992 thru 177RG0995, 0997 thru 1000, 1002 and 1004) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent loss of engine oil, accomplish the following: A) Before next flight of the affected airplanes, remove the lower engine cowl and visually inspect the engine oil cooler fluid fitting side to determine whetherit is a Model 8406J (S/N 101 thru 1500) or Model 10599A (S/N 101 thru 700). 1. If the oil cooler is not of the model and serial number listed above, make an entry in the aircraft maintenance records indicating that this AD has been accomplished and the airplane may be returned to service. 2. If the oil cooler is of a model and serial number listed above, prior to further flight, replace this cooler with a serviceable oil cooler not of the above model and serial numbers. B. The inspection and maintenance record entry required by Paragraph A(l) may be accomplished by holder of a pilot's certificate issued under Part 61 of the Federal Aviation Regulations on any aircraft owned or operated by him. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Cessna Service Letter SE76-17 pertains to this subject. NOTE: A ferry permit to accomplish a needed oil cooler replacementmay be issued under the provisions of FAR 21.197 by FAA District Offices, with appropriate limitations, in coordination with the Chief, Engineering and Manufacturing Branch, FAA. Central Region. This amendment becomes effective October 26, 1976, to all persons except those to whom it was made effective earlier by air mail letters issued September 21, 1976, and October 1, 1976, respectively.