Results
2022-08-12: The FAA is superseding Airworthiness Directive (AD) 2020-21- 17, which applied to all The Boeing Company Model 757 airplanes. AD 2020-21-17 required repetitive inspections for skin cracking and shim migration at the upper link drag fittings, diagonal brace cracking, and fastener looseness; and applicable on-condition actions. This AD was prompted by reports of bolt rotation in the engine drag fitting joint and fastener heads and cracks found in the skin of the fastener holes, and the need to reduce the compliance time for certain groups. This AD retains the requirements of AD 2020-21-17 with reduced compliance times for certain airplane groups. The FAA is issuing this AD to address the unsafe condition on these products.
98-19-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that requires the application of a sealant, secondary fuel barrier, and corrosion-inhibiting compound to certain portions of the wing center section. This amendment is prompted by reports indicating that, during manufacture, the secondary fuel barrier was not applied to certain portions of the wing center section. The actions specified by this AD are intended to prevent leakage of fuel through the fasteners, sealant, or structural cracks in the center section structure, which could result in fuel or fuel vapors entering the cargo or passenger compartment of the airplane.
98-19-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Stemme GmbH & Co. KG (Stemme) Model S10 sailplanes. This AD requires replacing the O-ring that is installed in the mounting part of the pitot tube (in the propeller dome) with one of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent failure of the pitot tube O-ring caused by an ineffective design, which could result in the pitot tube falling out and the sailplane pilot losing airspeed indications.
92-11-03: 92-11-03 BRITISH AEROSPACE: Amendment 39-8253. Docket No. 91-NM-280-AD. Applicability: British Aerospace Model DH/BH/HS 125 series airplanes, excluding Models 125-600A, 700A, 800A, and 1000A series airplanes; as listed in British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 3 months after the effective date of this AD, and thereafter at intervals not to exceed 4 years or 2,200 flights, whichever occurs first, perform an eddy current inspection on specified areas of the left and right wing upper skins to detect cracks in countersunk bolt holes in the wing skins and in the internal stringers, in accordance with British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991. (b) If cracks are discovered as a result of the eddy current inspection requiredby paragraph (a) of this AD, prior to further flight, perform a dye penetrant inspection, in accordance with British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991. (c) If cracks are discovered as a result of either the eddy current inspections required by paragraph (a) of this AD, or the dye penetrant inspection required by paragraph (b) of this AD, prior to further flight, repair the crack(s) as follows: (1) Cracks that do not exceed the limits specified in British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991, must be repaired in accordance with the procedures in the Service Bulletin. (2) Cracks that exceed the limits specified in British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991, must be repaired in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) An alternative method 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, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (e) 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. (f) The inspections and repairs shall be done in accordance with British Aerospace Service Bulletin S.B. 57-75, dated July 30, 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 British Aerospace, PLC. Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (g) This amendment becomes effective on July 9, 1992.
2013-03-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, & CL-604 Variants) airplanes. This AD was prompted by reports of cracking found on the upper and lower Web of the engine support beam. This AD requires revising the maintenance program. We are issuing this AD to detect and correct fatigue cracking of the engine support beam, which could result in failure of the engine support beam and affect the structural integrity of the airplane.
98-19-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Superior Air Parts, Inc., piston pins installed on Teledyne Continental Motors reciprocating engines. This amendment requires removal from service of defective piston pins, and replacement with serviceable parts. This amendment is prompted by reports of numerous piston pin fractures. The actions specified by this AD are intended to prevent a piston pin failure from causing secondary engine damage resulting in loss of oil or total power failure, and from causing jamming of the engine crankshaft resulting in a catastrophic engine failure.
74-20-09: 74-20-09 SIKORSKY AIRCRAFT: Amendment 39-1972 as amended by Amendment 39-2034 is further amended by Amendment 39-2829. Applies to all Sikorsky S-61A, S-61L, S- 61N, S-61R and S-61NM helicopters certificated in all categories that are equipped with S6115- 20501 series, S6115-20601 series, S6117-20101 series and S6188-15001 series main rotor blades. Compliance required as indicated. To prevent operation with loose or missing screws, or with cracks in the outboard end of the main rotor blades, including the tip cap and tip cap bracket, accomplish the following: (a) Inspect main rotor blades that do not have tip cap bracket doubler P/N 61070- 15120 installed, and have less than 2,000 hours time in service on the effective date of this AD, for loose or missing screws or for cracks at the outboard end of the main rotor blade spar, tip cap, or tip cap bracket, in accordance with Section 2., paragraphs A and B., of Sikorsky Service Bulletin No. 61B15-9F, dated November 2, 1976 orlater FAA approved revisions within the next 30 hours time in service after the effective date of this AD, unless already accomplished, and at intervals thereafter within 30 hours time in service from the last inspection. If screws are missing or loose, and cannot be secured, or if there is motion in the joint between the tip cap and the blade, or if cracks are found, replace the main rotor blade or repair it in accordance with Section 2., paragraph C., of the above service bulletin prior to further flight. If a crack is found in the tip cap, tip cap attachment land, or tip cap bracket, replace or repair the main rotor blade in accordance with Section 2., paragraph B., of the above service bulletin prior to further flight. (b) Inspect main rotor blades that do not have tip cap bracket doubler P/N 61070- 15120 installed, and have 2000 hours or more time in service on the effective date of this AD, for loose or missing screws or for cracks at the outboard end of the main rotor blade spar, tip cap, or tip cap bracket, in accordance with Section 2., paragraphs A and B, of the above Service Bulletin prior to the first flight of each day. If screws are missing or loose, and cannot be secured, or if there is motion in the joint between the tip cap and the blade, or if cracks are found, replace the main rotor blade or repair it in accordance with paragraph 2C of the above bulletin prior to further flight. If a crack is found in the tip cap, tip cap attachment land, or tip cap bracket replace or repair the main rotor blade, in accordance with Section 2., paragraph B., of the above service bulletin, prior to further flight. (c) Inspect main rotor blades that have tip cap bracket P/N 61070-15120 installed for cracks at the outboard end of the main rotor blade spar, tip cap, and tip cap bracket, in accordance with Section 2, paragraph B., of the above bulletin, within the next 50 hours time in service after the effective date of this AD, unless already accomplished,and at intervals thereafter within 50 hours time in service from the last inspection. If a crack is found in the tip cap, tip cap attachment land, or tip cap bracket, replace or repair the main rotor blade prior to further flight, in accordance with Section 2., paragraph B., of the above bulletin. (d) For helicopters operating at 19,500 pounds gross weight and below, inspect the outboard end of the main blades, series S6115-20501, series S6115-20601, series S6117-20101, and series S6188-15001, using the dye penetrant method, in accordance with Section 2., paragraph D., of the above Service Bulletin, within the next 200 hours time in service after the effective date of this AD, unless already accomplished, and at intervals thereafter within 200 hours time in service from the last inspection. If a crack is found, replace the main rotor blade prior to further flight. (e) For helicopters operating above a gross weight of 19,500 pounds, inspect the outboard end of the main rotorblades using the dye penetrant method, in accordance with Section 2., paragraph D., of the above Service Bulletin, within the next 50 hours time in service after the effective date of this AD, unless already accomplished, and at intervals thereafter within 50 hours time in service from the last inspection. If a crack is found, replace the main rotor blade prior to further flight. (f) Upon request of the operator, equivalent methods of compliance with the inspection and repair requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, New England Region. Repetitive inspection intervals specified in this AD may be adjusted, by the Chief, Engineering and Manufacturing Branch, New England Region, to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. Amendment 39-1972 supersedes Amendment 39-1583 (38 F.R. 1501), AD 73-02-02. Amendment 39-1972 became effective October 4, 1974. Amendment 39-2034 became effective December 12, 1974. This Amendment 39-2829 becomes effective February 25, 1977.
81-02-02: 81-02-02 GENERAL ELECTRIC COMPANY: Amendment 39-4004. Applies to all General Electric CT58 turboshaft engines incorporating stage one turbine wheel, part number 4002T17P02, with the following wheel serial numbers: 7753, 7761, 7762, 7767, 7768, 7783, 7799, 7803, 7811, 7815, 7817, 7819, 7820, 7823, 7824, 7828, 7839, 7845, and 7846. Compliance required as indicated, unless already accomplished. To prevent failure of stage one turbine wheels due to cracks originating from undersize rabbet groove radii, inspect forward and aft radii in accordance with the procedures contained in the accomplishment instruction section of General Electric Alert Service Bulletin CT58 (A72-159) CEB-255, dated July 9, 1979, or later FAA approved revision, or equivalent means approved by the Chief, Engineering and Manufacturing Branch, New England Region. Inspect in accordance with the following schedule: 1. Turbine wheels with 3.950 hours or 7,900 cycles, or more, in service on the effective date of this AD, must be inspected within the next 50 hours or 100 cycles, whichever comes first. 2. Turbine wheels with less than 3,950 hours or 7,900 cycles in service, on the effective date of this AD, must be inspected prior to exceeding 4,000 hours or 8,000 cycles, whichever comes first. Stage one turbine wheels with forward or aft rabbet groove radii of less than 0.010 inch must be removed and replaced with serviceable turbine wheels prior to further flight. The manufacturer'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 General Electric Company, 1000 Western Avenue, Lynn, Massachusetts 01910. 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. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its Headquarters in Washington, D.C., and at FAA, New England Region Headquarters, Burlington, Massachusetts. This amendment becomes effective February 2, 1981.
47-22-03: 47-22-03 PIPER: (Was Mandatory Note 4 of AD-780-3.) Applies Only to PA-12 Aircraft Serial Numbers 12-1 and Up to 12-249 Except Serial Numbers 12-221, 12-236, 12-239 and 12-244. Compliance required prior to August 1, 1947. Reinforce the upper end of the tie strap on the landing gear with a 0.125 x 1 1/2 x 4 1/2, 4130 steel plate. Bend and trim to fit and install over end of strap by edge welding. (Piper Service Bulletin No. 93 dated August 8, 1946, covers this same subject.)
84-20-51: 84-20-51 GARRETT TURBINE ENGINE COMPANY (GTEC) (formerly AiResearch Manufacturing Company of Arizona): Amendment 39-4965. Applicable to all engine models ATF3-6-4C, -6A-3C, and -6A-4C with exhaust deflector liner and seal assembly, Garrett part number (P/N) 3001313-11 through -14, installed. Compliance required as indicated unless already accomplished. To prevent the possibility of an uncontained engine failure, accomplish the following: A. Prior to the accumulation of an additional 5 hours in service, after the effective date of this AD, and at intervals not to exceed 25 operational hours thereafter, until incorporation of the exhaust deflector liner and seal assembly bolted flange system as specified in Section 2.A., "Accomplishment Instructions," of GTEC SB ATF3-72-6092, dated May 25, 1984, or equivalent approved by the Manager, Western Aircraft Certification Office, visually inspect the stationary seal/sixth stage low pressure turbine rotor assembly area of allaffected engines for evidence of seal/rotor contact and/or seal looseness as specified in the following GTEC Light Maintenance Manual Revisions, or equivalent approved by the Manager, Western Aircraft Certification Office: ENGINE MODEL MANUAL REFERENCE ATF3-6-4C Light Maintenance Manual Report No. 72-00-52, Revision 6 dated November 15, 1983; Temporary Revision No. 72-88, 72-00-00, Trouble Shooting dated April 16, 1984; and Temporary Revision No. 72-89, 72-00-00, Trouble Shooting dated April 16, 1984. ATF3-6A-3C Light Maintenance Manual Report No. 72-03-32, Revision 3 dated November 15, 1983; Temporary Revision No. 72-43, 72-00-00, Trouble Shooting dated April 16, 1984; and Temporary Revision No. 72-44, 72-00-00, Trouble Shooting dated April 16, 1984. ATF3-6A-4C Light Maintenance Manual Report No. 72-03-42, Revision 4 dated November 15, 1983; Temporary Revision No. 72-44, 72-00-00, Trouble Shooting dated April 16, 1984; and Temporary Revision No. 72-45, 72-00-00, TroubleShooting dated April 16, 1984. B. Engines with unsuccessful inspection results found during the accomplishment of paragraph A above are to be disassembled as required to modify the exhaust deflector liner and seal assembly and to inspect the sixth stage turbine rotor assembly. C. Upon removal of the sixth stage low pressure turbine rotor assembly from an affected engine for any reason or within 200 operating hours after the effective date of this AD or prior to April 15, 1985, whichever comes first, incorporate the new exhaust deflector liner and seal assembly bolted flange system as specified in Section 2.A., "Accomplishment Instructions," of GTEC SB ATF3-72-6092, dated May 25, 1984, or equivalent approved by the Manager, Western Aircraft Certification Office. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) 21.197 and 21.199 to a base where the AD can be accomplished. Upon request of an operator, an equivalent meansof compliance with the requirements of this AD may be approved by the Manager, Western Aircraft Certification Office, Northwest Mountain Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. The manufacturer'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 person affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Garrett Turbine Engine Company, P.O. Box 5217, Phoenix, Arizona 85010; telephone (602) 231-1000. These documents also may be examined at Office of the Regional Counsel, New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment supersedes Amendment 39-4900 (49 FR 35614), AD 84-11-51. This amendment becomes effective December 26, 1984, to all persons except those persons to whom it was made immediately effective by telegraphic AD T84-20-51, issued October 4, 1984.
2013-03-02: We are superseding an existing airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC 155B, EC155B1, SA-365N1, AS-365N2 and AS 365 N3 helicopters. That AD currently requires inspecting certain tail rotor hubs (TRH) for a crack and removing any cracked TRH. This AD requires the same actions but adds more part numbers to the list of affected TRHs. This AD is prompted by further analysis that indicates that additional part-numbered TRHs must be inspected for cracks. The actions specified by this AD are intended to detect a crack in the TRH and prevent the tail rotor from jamming, which could lead to reduced or loss of control of the helicopter.
2013-03-15: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Models 172R and 172S airplanes. This AD was prompted by reports of chafing of a new configuration of the fuel return line assembly, which was caused by the fuel return line assembly rubbing against the right steering tube assembly during rudder pedal actuation. This AD requires you to install the forward and aft fuel return line support clamps and brackets; inspect for a minimum clearance between the fuel return line assembly and the steering tube assembly and clearance between the fuel return line assembly and the airplane structure; and, if any damage is found, replace the fuel return line assembly. We are issuing this AD to correct the unsafe condition on these products.
98-19-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires replacing the radio tuning units (RTU's) and associated components with new, improved parts. 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 NAV/COM radios from simultaneously changing tuned frequencies and transponder codes due to a black screen failure or "blanking" of an RTU, which could result in loss of communications capability and air traffic control data.
95-12-23: 95-12-23 TWIN COMMANDER AIRCRAFT CORPORATION: Amendment 39-9275; Docket No. 94-CE-29-AD. Applicability: The following airplane models and serial numbers, certificated in any category: Model Serial Numbers 690C 11600 through 11735 695 95000 through 95084 NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (g) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required upon the accumulation of 6,000 hours time-in-service (TIS) or within the next 50 hours TIS after the effective date of this AD, whichever occurs later, unless already accomplished, and thereafter as indicated in the body of this AD. To prevent wing damage caused by fatigue cracking, which, if not detected and corrected, could progress to the point of structural failure, accomplish the following: (a) For all affected serial number Model 695 airplanes, and any Model 690C airplane incorporating a serial number in the 11600 through 11730 range, inspect the wing structure for cracks in accordance with the PART I ACCOMPLISHMENT INSTRUCTIONS (INSPECTIONS) section of Twin Commander Service Bulletin (SB) No. 213, dated July 29, 1994. (b) For any Model 690C airplane incorporating aserial number in the 11731 through 11735 range, inspect the wing structure for cracks in accordance with Item 10 of the PART I ACCOMPLISHMENT INSTRUCTIONS (INSPECTIONS) section of Twin Commander SB No. 213, dated July 29, 1994. (c) If, during the inspections required in paragraphs (a) and (b) of this AD, cracks are found in the areas referenced in Figures 1 through 5 and the instructions of the service information referenced above, prior to further flight, replace the damaged structure and modify the wing structure in accordance with the PART II ACCOMPLISHMENT INSTRUCTIONS (MODIFICATIONS) section of Twin Commander SB No. 213, dated July 29, 1994. (d) If no cracks are found, accomplish one of the following: (1) For all airplanes, upon the accumulation of 7,500 hours TIS or within 1,000 hours TIS after the initial inspection, whichever occurs later, reinspect the structure in accordance with either paragraph (a) or (b) of this AD, as applicable, and reinspect thereafter atintervals not to exceed 1,000 hours TIS, and, if applicable, replace any damaged part or modify the wing structure as specified in paragraph (c) of this AD; or (2) For Model 695 airplanes and any Model 690C airplane incorporating a serial number in the 11600 through 11730 range, prior to further flight, modify the wing structure in accordance with the PART II ACCOMPLISHMENT INSTRUCTIONS (MODIFICATIONS) section of Twin Commander SB No. 213, dated July 29, 1994. (e) For all affected Model 695 airplanes and any Model 690C airplane incorporating a serial number in the 11600 through 11730 range, the modification referenced in paragraphs (c) and (d)(2) of this AD may be accomplished any time after the initial inspection as terminating action for the repetitive inspection requirement of this AD, except for the inspection of the doublers at the wing attach fittings located in the Fuselage Station 144 frame (Item 10 of PART I ACCOMPLISHMENT INSTRUCTIONS section of the Twin Commander SBNo. 213, dated July 29, 1994). All affected model and serial number airplanes must inspect in this area at every 1,000 hours TIS. NOTE 2: For those airplanes that have not accumulated 6,000 hours TIS, the initial and first repetitive inspection required by this AD were established to coincide with the 6,000-hour Major Inspection Guide I and 7,500-hour Major Inspection Guide II inspections, respectively, so that the operator may schedule the required action in accordance with these major inspections. (f) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (g) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. (h) The inspections and modification required by this AD shall be done in accordance with Twin Commander Service Bulletin No. 213, dated July 29, 1994. 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 Twin Commander Aircraft Corporation, 19003 59th Drive, NE., Arlington, Washington 98223. 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, 800 North Capitol Street, NW., suite 700, Washington, DC. (i) This amendment becomes effective on July 30, 1995.
81-16-02: 81-16-02 DOWTY ROTOL, LTD.: Amendment 39-4170. Applies to the 7 Dowty Rotol propeller types listed which have Mod. No. (c)VP2833 (Service Bulletin 61-838) or Mod. No. (c)VP2866 (Service Bulletin 61-889) incorporated, as installed on, but not limited to the airplane models shown, and pitch lock cylinders and lock support sleeves, P/N 601027277, held as spares. (Note: This AD does not apply to propellers Serial No. DRG 67/78 and subsequent or any pitch lock assembly having a 3/4 inch white paint spot on the cylinder cover.) Propeller Type Installed Airplane Model R184/4-30-4/50 Grumman G-159 R193/4-30-4/50 & 61 Fairchild F-27A, F, G, and J Fokker F-27 Mks 200, 400, 500 & 600 Fairchild Hiller FH-227 Series R257/4-30-4/60 Fairchild F-27M Fairchild Hiller FH-227 B, C, D & E R209/4-40-4.5/2 YS11 & 11A R245/4-40-4.5/13 GD/Convair 240 with STC # SA1054WE installed GD/Convair 340/440 with STC # SA1096WE installed R259/4-40-4.5/17 GD/Convair 340/440 with STC #SA1096WE installed R179/4-20-4/33 Viscount 810 Series Compliance is required as indicated, unless already accomplished. To prevent cracks in the propeller pitch lock cylinder, accomplish the following one-time only actions: (a) Within the next 1,000 hours time in service after the effective date of this AD, or at the next propeller overhaul, whichever occurs first, inspect the propeller pitch lock cylinder for cracks in accordance with paragraph 2.A., "Accomplishment Instructions," of Dowty Rotol Service Bulletin 61-906, Revision 4, dated June 12, 1980 (hereinafter referred to as service bulletin), or an FAA-approved equivalent, and - (1) If any cracks are found, before further flight, remove the pitch lock cylinder from service and replace it with a crack-free pitch lock cylinder of the same part number, which has been inspected and, if necessary, reworked and reprotected in accordance with paragraphs (b) and (c) of this AD. (2) If no cracks are found, comply with paragraphs (b) and (c) of this AD before further flight. (b) Inspect the chamfer around the snout adjacent to the radius at the base of the bore at the forward end of the pitch lock cylinder in accordance with paragraph 2.A.(5) of the service bulletin, or an FAA-approved equivalent, and - (1) If the chamfer is found to be within the dimensions shown in Figure 2 of the service bulletin, or an FAA-approved equivalent, the pitch lock cylinder may be returned to service. (2) If the chamfer is found to be outside the dimensions shown in Figure 2 of the service bulletin, or an FAA-approved equivalent, rework and reprotect it in accordance with paragraph 2.A.(5) of the service bulletin or an FAA-approved equivalent, before returning the pitch lock cylinder to service. (c) Inspect the large internal chamfer at the rear end of the lock support sleeve, P/N 601027277, in accordance with Paragraph 2.A.(6) of the service bulletin, or an FAA-approved equivalent, and - (1) If the dimensions are found to be within the dimensions shown in Figure 3 of the service bulletin, or an FAA-approved equivalent, the lock support sleeve may be returned to service. (2) If the dimensions are found to be outside the dimensions shown in Figure 3 of the service bulletin, or an FAA-approved equivalent, rework and reprotect the lock support sleeve, P/N 601027277, in accordance with paragraph 2.A.(6) of the service bulletin, or an FAA- approved equivalent, before returning the lock support sleeve to service. (d) Before releasing to service any pitch lock cylinders held as spares, irrespective of part number, inspect them and remove from spares or rework and reprotect, as required, in accordance with paragraphs (a) and (b) of this AD. (e) Before releasing to service any support sleeves, P/N 601027277, held as spares, inspect them and remove from spares or rework and reprotect, as required, in accordance with paragraph (c) of this AD. Upon request of an operator, the Chief, Engineering and Manufacturing Branch, AGL- 210, Federal Aviation Administration, Great Lakes Region, may adjust the compliance time specified in paragraph (a) of this AD provided such requests are made through an FAA maintenance inspector, and the request contains substantiating data to justify the request for that operator. For purposes of this AD, an FAA-approved equivalent must be approved by the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region. The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer may obtain copies upon request to Dowty Rotol, Inc., Staverton West, Sulley Road, Box 5000, Sterling, VA 22170 or Dowty Rotol, Ltd., Cheltenham Road, Gloucester, England GL2 9QH. These documents may also be examined at the Great Lakes Regional Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. This amendment becomes effective July 28, 1981.
2013-01-05: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS350B3 and EC130B4 helicopters. This AD requires revising the Limitations section of the Rotorcraft Flight Manual (RFM) to reduce the starter generator operating current to 180 amperes (amps) and installing a placard in the instrument panel indicating the revised limitation. This AD was prompted by the determination that the manufacturer-installed Aircraft Parts Corporation (APC) starter generator has exceeded the shaft horse power extractions allowed for Turbomeca engines. The actions of this AD are intended to prevent the engine surge margin being reduced, which can result in engine failure.
98-18-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking of the front spar vertical stringers on the wings; and repair, if necessary. This amendment also provides for an optional terminating action for the repetitive inspections. 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 detect and correct fatigue cracking of the front spar vertical stringers on the wings, which could result in reduced structural integrity of the airframe.
90-10-05: 90-10-05 CALIFORNIA DEPARTMENT OF FORESTRY; GARLICK HELICOPTERS; HAWKINS AND POWERS AVIATION, INC.; HERCULES; INTERNATIONAL HELICOPTERS, INC.; OFFSHORE CONSTRUCTION; OREGON HELICOPTERS; PILOT PERSONNEL INTERNATIONAL, INC.; SMITH HELICOPTERS; SOUTHERN AERO CORPORATION; SOUTHWEST FLORIDA AVIATION; AND WEST COAST FABRICATIONS (these helicopters were manufactured by Bell Helicopter Textron, Inc under military contract): Amendment 39-6596. Docket No 89-ASW-52. Applicability: Model UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and TH-1L helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the tail rotor duplex bearing which could result in loss of tail rotor control and subsequent loss of the helicopter, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, determine if the tail rotor gearbox duplex bearing sets, P/N 204-040-424-001, havingthe following serial numbers are installed in the tail rotor gearbox output quill, P/N 204-040-012-009: Serial Numbers 1 thru 182 MB183 thru MB382 MB442 MB486 MB513 MB518 MB519 MB524 MB530 MB531 MB544 MB545 MB548 MB549 MB551 MB553 MB554 MB561 MB659 MB743 MB744 MB760 thru MB769 MB927 thru MB936 If a part with any of the listed serial numbers is installed, replace with a serviceable part before further flight. (b) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the requirements of this AD may be accomplished. (c) An alternate method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, Rotorcraft Directorate, FAA, Southwest Region, Fort Worth, Texas. This amendment (39-6596, AD 90-10-05) becomes effective on June 5, 1990.
2022-09-04: The FAA is superseding airworthiness directive (AD) for 2021- 05-05 which applied to all Airbus Helicopters Model SA-365N1, AS-365N2, AS 365 N3, SA-366G1, EC 155B, and EC155B1 helicopters. AD 2021-05-05 required modifying the helicopter by replacing the tail rotor gearbox (TGB) control shaft guide bushes; repetitive inspections (checks) of the oil level of the TGB and, if necessary, filling the oil to the maximum level; repetitive inspections of the TGB magnetic plug and corrective actions if necessary; repetitive replacements of a certain control rod double bearing (bearing); and modifying the helicopter by replacing the TGB. This AD was prompted by a report where during a landing phase, a helicopter lost tail rotor pitch control, which was caused by significant damage to the TGB bearing. This AD retains some of the requirements of AD 2021-05-05, and reduces the intervals of the magnetic plug inspection, revises the corrective actions if particles are detected, and revises the compliance time for replacement of the affected part, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2013-02-13: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (type certificate previously held by The New Piper Aircraft Inc.) PA-28, PA-32, PA-34, and PA-44 airplanes. This AD was prompted by reports of control cable assembly failures that may lead to failure of the horizontal stabilator control system and could result in loss of pitch control. This AD requires inspections of the stabilator control system and replacement of parts as necessary. We are issuing this AD to correct the unsafe condition on these products.
98-18-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Gulfstream Model G-V series airplanes. This action requires a one-time inspection to measure the clearance between a certain wiring harness and the crew oxygen bottle; corrective actions, if necessary; and eventual relocation of the crew oxygen bottle and rework of the lines and tubing associated with the crew and passenger oxygen bottles. This amendment is prompted by a report indicating that interference between the wiring harness and the crew oxygen bottle was found on a production airplane. The actions specified in this AD are intended to prevent chafing of the wiring harness against the crew oxygen bottle, which could result in electrical shorting and possible fire in the underfloor structure of the airplane.
2006-13-05: We are adopting a new airworthiness directive (AD) that supersedes AD 2005-26-53, which applies to certain Pacific Aerospace Corporation Ltd. (PAC) 750XL airplanes. AD 2005-26-53 currently requires you to insert text into the Limitations Section of the Airplane Flight Manual (AFM) that reduces the maximum takeoff weight from 7,500 pounds to 7,125 pounds. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for New Zealand and the FAA's decision that the actions correct an unsafe condition. Consequently, this AD would require you to remove rivets that have not been fully age hardened and replace them with bolts, washers, and nuts in specific locations where reduction in rivet strength affects overall structural capability. This AD retains the actions of the previous AD until the rivets are replaced with the bolts, washers, and nuts. We are issuing this AD so that wing ultimate load requirements are met. If wing ultimate load requirements are not met, wing failure could result with consequent loss of control of the airplane.
86-11-02: 86-11-02 BRITISH AEROSPACE: Amendment 39-5323. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in any category. To detect overspeeding of the cold air unit, accomplish the following within the next 120 days after the effective date of the AD, or prior to reaching the threshold indicated in each paragraph below, whichever is the later, unless already accomplished: A. Prior to the accumulation of 10,000 flight hours or 8 years in service, whichever is the earlier, and thereafter at intervals not to exceed 3,000 flight hours or 14 months, whichever occurs first, perform a functional test of the cold air unit overheat protection circuits in accordance with paragraph 2.1 of the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 21-A-PM5863, Revision 2, dated June 12, 1984. If found faulty, the overheat protection circuits must be repaired before further flight. B. For aircraft not incorporating Graviner 156D overheat detectors, prior to 300 flight hours after the effective date of this AD, perform a workshop calibration and functional test of the overheat detectors; thereafter, repeat this test at intervals not to exceed 3,000 flight hours or 14 months, whichever occurs first. C. For aircraft incorporating Graviner 156D overheat detectors which have accumulated 7,000 flight hours or 4 years since new or from last calibration, perform a workshop calibration and functional test of the overheat detectors within the next 3,000 flight hours or fourteen (14) months, whichever is the earlier; thereafter, repeat this test at intervals not to exceed 10,000 flight hours or 6 years, whichever occurs first. D. Overheat detectors that do not pass the tests of paragraphs B. or C., above, must be replaced before further flight. E. 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, StandardizationBranch, ANM-113, FAA, Northwest Mountain Region. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective July 3, 1986.
98-18-14: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 757-200 series airplanes. This action requires a one-time detailed visual inspection to detect damage or chafing of certain electrical wire bundles, and to verify adequate clearance exists between the wire bundles and adjacent disconnect bracket; and repair, if necessary. This amendment is prompted by a report indicating that damaged wires caused an electrical short in the electrical panel, which resulted in a shower of sparks from the overhead panel. The actions specified in this AD are intended to prevent failure of essential electrical systems and a potential fire hazard for passengers and crewmembers, due to damage or chafing of electrical wire bundles.
78-14-06: 78-14-06 GULFSTREAM AMERICAN CORPORATION (GAC) (FORMERLY GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39-3261 as amended by amendment 39-3313. Applies to GAC Model G-1159, serial numbers 1 through 229, and 775, airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent cabin window pane failure and possible engine damage, accomplish the following: 1. Prior to the accumulation of 600 landings on any window, or within the next 10 landings after the effective date of this AD, whichever occurs later, accomplish the following: A. Inspect and replace all outer cabin window panes in accordance with GAC Customer Bulletin 270A, dated September 18, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, SouthernRegion. The visual checks for cracks required by Customer Bulletin 270A may be performed by the pilot. The remaining provisions of this AD apply to aircraft with any reduced thickness outer cabin window pane installed with 600 or more landings. B. Restrict airplane operations to a maximum cabin pressure differential of 8.0 psi and install one of the following placards on the instrument panel in full view of the pilot, or in an equivalent location approved by the FAA, utilizing a minimum of 1/8 inch high letters with the wording: 1. "DO NOT EXCEED A MAXIMUM CABIN PRESSURE DIFFERENTIAL OF 8.0 PSI. THE TABLE CONTAINED IN GAAC LETTER DATED JUNE 20, 1978, MAY BE UTILIZED. COMPLY WITH THE INSPECTION REQUIREMENTS OF AD 78-14-06 PRIOR TO EACH FLIGHT." 2. "DO NOT EXCEED A MAXIMUM CABIN PRESSURE DIFFERENTIAL OF 8.0 PSI." C. Incorporate G-1159 Airplane Flight Manual Interim Revision No. 19-5 dated September 21, 1978, in the Basic Airplane Flight Manual dated April 1, 1969. 2. Repeat the inspection and replacement requirements of paragraph (1)(A) of this AD prior to each flight. 3. The inspection requirements and restrictions on operation may be discontinued, and the AFM Interim Revision removed once all affected outer cabin window panes are either replaced with full thickness outer panes identified in accordance with GAC Customer Bulletin 270A dated September 18, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region; or replaced with windows with less than 600 landings. 4. For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from take-off to landing for the airplane type. Alternately, if an operator has recorded pressure cycles, the number of pressure cycles may be used in lieu of landings. Amendment 39-3261 became effective July 20, 1978. This amendment 39-3313 becomes effective October 9, 1978.