Results
2004-24-11: The FAA is adopting a new airworthiness directive (AD) for certain Schempp-Hirth (SCHEMPP-HIRTH) Flugzeugbau GmbH Model Duo-Discus gliders. This AD requires you to do a one-time inspection of the bonding of the spar cap and spar web and repair any defective bonding of the spar cap and spar web. 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 detect and correct failure of the bonding of the spar cap and spar web, which, if not detected and corrected, could result in an in-flight wing failure.
2014-07-05: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the butt-joints on the forward fuselage above the passenger door are subject to widespread fatigue damage (WFD). This AD requires inspecting the forward fuselage butt-joints for cracking, repairing any crack, and eventually doing a terminating repair. We are issuing this AD to prevent fatigue cracking of such butt-joints, which could result in reduced structural integrity of the airplane and in- flight decompression of the airplane.
82-16-09: 82-16-09 ENSTROM HELICOPTER CORPORATION: Amendment 39-4429. Applies to all Model F-28A, F-28C, F-28C, F-28F, 280, 280C, and 280F helicopters certificated in all categories. Compliance required as indicated unless already accomplished. To detect wear damage and to prevent possible failure of the main rotor blade grips, accomplish the following: Within the next 100 hours' time in service from the effective date of this AD and thereafter at intervals not to exceed 200 hours' time in service from the last inspection: (a) Remove the main rotor blades per instructions in Section 6 of the maintenance manual. CAUTION: To prevent damage to the Lamiflex bearing, it is important to comply with blade grip placard cautioning against over-rotation of the grip when the pitch link is disconnected. (b) Remove Lamiflex thrust bearing cover assembly (P/N 28-14239). (c) Remove any dirt, grease, or other abrasive material from the space around the Lamiflex thrust bearing. (d) Inspect shim(s) (P/N 28-14293) for alignment/concentricity and clearance. (1) The shim(s) must be concentric with the Lamiflex thrust bearing. (2) Ascertain that the shim(s) do not protrude beyond the outer diameter of the Lamiflex bearing. (e) Inspect blade grip (P/N 28-14279) inner faces for possible wear grooves. (f) If there is shim misalignment, inadequate clearance, or wear grooves in grips, remove: cotter pin (P/N AN 380-4-8), retention nut (P/N 28-14335), shim(s) (P/N 28-14293), and Lamiflex thrust bearing (P/N 28-14310). (g) Inspect blade grips having wear grooves to establish repairability. Grips having a wear-groove depth greater than .125 inch must be replaced. Grips having a wear-groove depth of .125 inch or less are repairable. (h) Repair blade grips(s) by blending out groove(s) smoothly over a circular area having a diameter equal to the wear-groove length. Do not remove excessive material such that the resultant concave blended surface extends beyond the Lamiflex thrust bearing cover (P/N 28- 14239) allowing it to leak. NOTE: To perform this blending operation, it may be necessary to remove the grip from the main rotor retention assembly. Remove the grip(s) per instructions in Section 6 of the maintenance manual. (i) Inspect shim(s) for serviceability. Discard any shim that is deformed out-of- round, has a nonuniform thickness, or was removed from an assembly where grip wear grooves were discovered. (j) Replace discarded shim(s) with new shim(s) of the same nominal thickness. (k) Reassemble main rotor retention assembly and main rotor assembly in accordance with the instructions in Section 6 of the maintenance manual. (l) Any equivalent method of compliance with this AD must be approved by the Chief, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 Devon Avenue, Des Plaines, Illinois 60018. (m) In accordance with FAR 21.197, flight is permitted to a base where the inspection required by this AD may be accomplished. This amendment becomes effective August 4, 1982.
85-25-02: 85-25-02 KING RADIO CORPORATION: Amendment 39-5218. Applies to Models KFC 200, KFC 150, KAP 150 and KAP 100 autopilot systems utilizing Models KS 177 pitch servo, P/N 065-0050-04 and -012 and/or Model KS 178 roll servo, P/N 065-0051-01 and -02, S/N 2461 and below. These autopilot systems have been installed in accordance with Supplemental Type Certificates (STC) shown in the following table. Some airplane logbooks may not show evidence of the STC number: AUTOPILOT MODEL AIRPLANE MODEL STC AXIS AFFECTED KFC 200 Mooney M20J, M20K SA1771CE-D* pitch and roll KFC 150, KAP 150 Mooney M20J, M20K SA1561CE-D pitch and roll KAP100 Mooney M20J, M20K SA1561CE-D roll KFC 150, KAP 150 SOCATA Model TB-20 SA1785CE-D pitch *NOTE: KFC 200 installations in Mooney Models M20J, S/N 24-1418 and earlier except S/N 24-1368, and M20K, S/N 25-0790 and earlier except S/N 25-0740, airplanes (STCs SA1212CE and SA1464CE) are not affected by this AD. Compliance: Required as indicated unless already accomplished. To prevent loss of primary pitch and/or roll control, accomplish the following: (a) Within the next 5 hours time-in-service or within the next 10 calendar days after the effective date of this AD, whichever occurs first, modify the affected servo actuator(s) to provide for safetying of the cable guard attaching hardware in accordance with King Radio Alert Service Bulletin KS 177/178-3 dated December 4, 1985, as supplemented. (These servos are used on all affected KFC 150, KAP 150, and KAP 100, as well as some KFC 200 ((see NOTE above)) installations.) (b) Aircraft may be flown in accordance with Federal Aviation Regulation (FAR) 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, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas, 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to King Radio Corporation, 400 North Rogers Road, Olathe, Kansas 66062, or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective January 27, 1986, as to all persons except those persons to whom it was made immediately effective by priority letter AD 85-25-02, issued December 11, 1985, which contained this amendment.
2023-05-12: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 767-2C series airplanes. This AD was prompted by arcing on an electrical terminal lug in a certain electrical power panel that caused heat and smoke damage, as a result of a loose power feeder terminal lug connection. This AD requires inspection of each terminal lug on certain electrical power panels for evidence of arcing and/or loose connection and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2004-25-09: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes and Model 720 and 720B series airplanes. This AD requires repetitive inspections of the left and right support ribs for the main landing gear (MLG) trunnion, related investigative/ corrective actions if necessary, and other specified actions. This AD is prompted by reports of in-service cracking of the support ribs for the MLG trunnion. We are issuing this AD to detect and correct corrosion and cracking of the support ribs for the MLG trunnion, which could result in collapse of the MLG.
2023-07-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by several unscheduled PW1500G engine removals due to certain crew alerting system (CAS) messages being displayed, high vibration, or debris found on the magnetic chip collector of a bearing compartment. This AD prohibits dispatch of an airplane with an affected engine having an applicable CAS message displayed, unless the bearing compartment chip collector and oil filter are inspected and any debris found is dispositioned, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
84-10-05: 84-10-05 MESSERSCHMITT-BOLKOW-BLOHM-GmbH: Amendment 39-4864. Applies to HFB-320 airplanes as listed in HFB-320 Service Bulletin 57-19 dated February 5, 1982, certificated in all categories. Compliance is required within the next 150 hours time in service or 90 days, whichever occurs first after the effective date of this AD for airplanes with 2400 hours total time in service on the effective date. All others must comply before accumulating 2550 hours time in service, but no later than 90 days after accumulating 2400 hours. To prevent failure of the upper surface wing structure accomplish the following, unless previously accomplished: A. Perform a one-time inspection of the wing upper skin in accordance with the service bulletin. Repair cracks per the manufacturer's instructions. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.C. 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. This amendment becomes effective May 29, 1984.
2004-25-12: The FAA is adopting a new airworthiness directive (AD) for all EMBRAER Model EMB-135 and -145 series airplanes. This AD requires a one-time inspection of each passenger service unit (PSU) to determine the serial number of the printed circuit board (PCB) installed in each PSU, replacement of the PCB if necessary, related investigative actions, and other specified actions. This AD is prompted by reports that PSUs on two airplanes emitted smoke. We are issuing this AD to prevent failure of a PSU, which could result in smoke or fire in the airplane's passenger cabin.
85-08-08: 85-08-08 McCAULEY ACCESSORY DIVISION: Amendment 39-5046. Applies to the following Model D3A32C90 series propellers installed on, but not limited to, Bellanca 17-30, 17- 30A; Cessna A185E, F, A188B, P206A, TP206A, U206A, B, C, D, E, F, TU206A, B, C, D, E, F, 207, 207A, T207; and Navion A thru H: D3A32C90, D3A32C90-A, -B, -C, -J, -K, -L, -BLM, - CLM, -JLM, -KLM, -LM, and -M. Compliance is required as indicated unless already accomplished. To detect propeller hub cracks and prevent possible failure, accomplish the following: (a) Propeller models D3A32C90, D3A32C90-A, -B, -C, -J, -K, and -L: Within the next 50 hours time in service after the effective date of this AD or prior to accumulating 1200 hours total time in service, whichever occurs later, replace hubs with shot peened hubs and modify to the oil filled hub configuration in accordance with Supplement 1 to McCauley Service Manual No. 720415 dated January 7, 1977, or FAA approved equivalent. (b) Propeller models D3A32C90-BLM, -JLM, -KLM, -LM, and -M: Within the next 50 hours time in service after the effective date of this AD or prior to accumulating 1200 hours total time in service, whichever occurs later, inspect the hub in accordance with McCauley Service Letter 1974-3 dated March 29, 1974, or FAA approved equivalent, end modify to the oil filled hub configuration in accordance with Supplement 1 to McCauley Service Manual No. 720415 dated January 7, 1977, or FAA approved equivalent. (c) Propellers with unknown service histories must comply with paragraphs (a) or (b), as applicable, within the next 50 hours time in service after the effective date of this AD. (d) Modified propellers showing signs of red dyed oil leakage must be removed from service and replaced with a serviceable propeller. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, ACE-140C, 2300 East Devon Avenue, Des Plaines, Illinois 60018, telephone (312) 694-7130. 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 McCauley Accessory Division, Cessna Aircraft Company, 3535 McCauley Drive, P.O. Box 430, Vandalia, Ohio 45377. These documents also may be examined at the Office of Regional Counsel, FAA, Attn: Rules Docket No. 85-ANE-1, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective May 13, 1985.
2014-04-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, -300 and -200 Freighter series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that an airplane equipped with Angle of Attack (AOA) sensors installed with conic plates recently experienced blockage of all sensors during climb, leading to autopilot disconnection and activation of the alpha protection (Alpha Prot) when Mach number was increased. This AD requires, for certain airplanes, revising the airplane flight manual (AFM) to advise the flightcrew of emergency procedures for addressing AOA sensor blockage. This AD also requires replacing the AOA sensor conic plates with AOA sensor flat plates, which is a terminating action for the AFM revision. We are issuing this AD to prevent reduced control of the airplane.
2023-03-20: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-400, -400D, and -400F series airplanes. This AD was prompted by the FAA's analysis of the Model 747 airplane fuel system reviews conducted by the manufacturer, and by the determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
86-10-08: 86-10-08 FAIRCHILD: Amendment 39-5315. Applies to Models SA226 and SA227 airplanes (Serial Numbers (S/N) SA226-T, S/N T201 through T275, T277 through T291; SA226-T(B), S/N T(B)276, T(B)292 through T(B)417; SA226-AT, S/N AT001 through AT074; SA226-TC, S/N TC201 through TC419; SA227-TT, S/N TT421 through TT555; SA227-AT, S/N AT423 through AT631B; SA227-AC, S/N AC406, AC415, AC416, and AC420 through AC632) airplanes certificated in any category. Compliance: Required within the next 200 hours time-in-service or the next 30 calendar days, whichever comes first, after the effective date of this AD, unless already accomplished. To prevent the elevator gust lock from engaging in flight, accomplish the following: (a) Remove the elevator gust lock system components and install the alternate elevator gust lock and associated hardware in accordance with the instructions in Fairchild Aircraft Corporation Service Bulletin (S/B) 226-27-041 revised February 18, 1986, for the SA226 airplane models, or S/B 227-27-016 revised February 18, 1986, for the SA227 airplane models. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance may be used if approved by the Manager of the Airplane Certification Branch, ASW-150, Southwest Regional Office, FAA, Fort Worth, Texas 76101; telephone (817) 877-2070. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Fairchild Aircraft Corporation, Post Office Box 32486, San Antonio, Texas 78284, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on May 28, 1986.
2000-05-14: This amendment supersedes two existing airworthiness directives (AD's), applicable to AlliedSignal Inc. ALF502 and LF507 series turbofan engines, that require rework or replacement of No. 4 and 5 bearing oil system hardware, initial and repetitive inspections of the oil system, optional installation of an improved oil filter bypass valve, and repetitive inspection of No. 4 and 5 bearing oil inlet tube, to ensure the integrity of the reduction gear system and overspeed protection system. This action would require replacement of the existing power turbine bearing housing assembly with a new, improved power turbine bearing housing assembly, and installation of a reworked or modified fourth turbine rotor disk assembly as a part of a design change to the new No. 4 bearing configuration that eliminates the requirement for repetitive inspections of oil system and No. 4 and 5 bearing oil inlet tube assembly. This amendment is prompted by one report of a contained power turbine rotor shaft separation forward of the Stage 4 low pressure turbine (LPT) rotor on an AlliedSignal Inc. ALF502R-5 engine. The LPT failure was caused by improper inspection of the engine oil system required by AD 97-05-11 R1. The actions specified by this AD are intended to prevent a No. 4 and 5 duplex bearing failure, which can result in a Stage 4 LPT rotor failure, an uncontained engine failure, and damage to the airplane.
2004-25-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-300 and -400ER series airplanes, that requires replacing the tie rods for the waste tank cradle, related investigative actions, corrective actions, and special retrofit action if necessary. This action is necessary to prevent possible failure of the main deck floor stanchions and consequent collapse of the main floor during an emergency landing, which could result in passenger injury and impede passenger evacuation from the airplane. This action is intended to address the identified unsafe condition.
2023-04-17: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-8 and 737-9 airplanes, and certain Model 737- 600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports of damage to the auxiliary power unit (APU) fuel line shroud located aft of the aft cargo area; investigation revealed that the placement of the pressure switch wire clamp assembly and its fastener allowed interference of the fastener against the APU fuel line shroud. This AD requires inspecting the APU fuel line shroud for damage, inspecting the pressure switch wire clamp for correct bolt orientation and horizontal distance from the APU fuel line shroud, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
63-04-02: 63-04-02 HILLER: Amdt. 535 Part 507 Federal Register February 12, 1963. Applies to All UH-12, UH-12A, UH-12B, and UH-12C Helicopters with P/N's 55008 and 55012 Tail Rotor Blades. Compliance required as indicated. To prevent failures of P/N's 55008 and 55012 tail rotor blades the following shall be accomplished: (a) Within the next 50 hours' time in service, unless already accomplished: (1) Replace all P/N's 55008 and 55012 tail rotor blades with P/N 55064 tail rotor blades in accordance with Hiller Service Bulletin No. 80. (2) On all helicopters equipped with the large diameter (1.375 inch) spar stabilizer, P/N 37003, install the stabilizer strut in accordance with Hiller Service Bulletin No. 75B. (3) On all helicopters equipped with the small diameter (1 inch) spar stabilizer, P/N 37001, install the stabilizer strut in accordance with Hiller Service Bulletin No. 83. (b) Until replacement with the P/N 55064 blade is accomplished, visually inspect the P/N's 55008 and 55012 tail rotor blades prior to each flight and refueling. The outer surface of the skin on both sides of the blade shall be inspected for cracks in the area of the outer tension torsion bar retention bolt and the adjacent rivet pattern through the outer end of the root fitting. Paint must be removed from the areas to facilitate inspection. Any blades found to be cracked must be removed and replaced with P/N 55064 blades prior to further flight. (Hiller Service Bulletins Nos. 75B, 80, and 83 pertain to this subject.) This supersedes AD 58-24-02. This directive effective February 12, 1963.
58-26-02: 58-26-02 BELL: Applies to All Model 47 Series Helicopters Equipped With Marvel- Schebler Automatic Altitude Compensating Carburetor Model MA4-5AA. Compliance required within next 25 hours of operation. With a Marvel-Schebler Model MA4-5AA carburetor installed, it is possible to start and run the engine with the carburetor mixture control in the idle cutoff position if the throttle is partially or fully opened. However, as soon as the throttle is fully closed, the idle cutoff will operate and shut off the engine. Therefore, it would be possible to start the engine, takeoff, and fly with the mixture in idle cutoff as long as the throttle is never closed. The first time the throttle is closed, however, as in autorotation, an immediate engine stoppage would occur. To prevent inadvertent engine stoppage in flight due to failure to place the carburetor mixture control in the "auto" position before takeoff, the following must be accomplished: (a) For Models 47D1, 47G, 47G2, 47H1, and 47J, spring load the cockpit mixture control to the rich or "auto" position by installing a tension spring (Bell P/N 47-631-226-1 or equivalent) between the mixture control cable support bracket (P/N 47-631-125-18) adjacent to the control quadrant and the control cable end of the quadrant mixture control lever. On Models 47D1 and 47H1, attach the spring to the mixture control lever using existing cotter pin hole through flexible control attaching clevis pin. On Models 47G, 47G2, and 47J, attach spring to mixture control lever through existing lower hole in lever. On Model 47D1, remove corners of jog in quadrant mixture control slot. Check that mixture control will return to "auto" position when pulled to "idle cut off" position and released. (b) For Model 47D, remove the quadrant mixture control lever and push-pull mixture control. Place the carburetor mixture control arm in the rich or "auto" position and secure with lockwire. This procedure may be used in lieu of that outlined in (a) for Models 47D1, 47G, 47G2, 47H1, and 47J if preferred. (This same subject is covered in Bell Service Bulletins No. 124SB for Models 47D1, 47G, and 47H1, No. 124SB Supplement 1 for Model 47D, and Service Instruction 257SI for Models 47G2 and 47J.)
2000-05-28: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAe 146 and Avro 146-RJ series airplanes, that requires a one-time inspection to detect cracking or corrosion of the forward attachment bolts of the engine pylon to wing interface, and corrective action, if necessary. It also requires re-installation with re-protected and sealed bolts torqued to a lower level. 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 cracking or corrosion of the forward attachment bolts of the engine pylon to wing interface, which could result in reduced structural integrity of the engine pylon attachment.
2014-05-17: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by results from fuel system reviews conducted by the manufacturer. This AD requires accomplishing modifications to the fuel system. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2023-06-06: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2C11 (Regional Jet Series 550) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600- 2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a determination that new and more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate two aircraft maintenance manual (AMM) tasks. The FAA is issuing this AD to address the unsafe condition on these products.
82-25-08: 82-25-08 GENERAL ELECTRIC COMPANY: Amendment 39-4507. Applies to the CF6-45 series and CF6-50 series model turbofan engines. Compliance required as indicated. To prevent potential separation of the spacer/impeller which could result in uncontained engine failure, accomplish the following: (a) Perform fluorescent penetrant inspection of the HPT Spacer/Impeller, Part Numbers 9045M59P07, P08, P10, P12; 9173M55P01, P02, P03; 9198M92P01, P02, P03, P04, P05, P06, P07, P08, P09, P10; 9190M82P02, P03; 9234M25P01, P02, P03; and 9234M25P04 in accordance with General Electric CF6-50/45 Service Bulletin 72-748, Revision 1, dated June 9, 1982, or later revision approved by the Manager, Engine Certification Branch, FAA, New England Region, Burlington, Massachusetts 01803, per the following schedule: Prior to the accumulation of 5,000 cycles in service, or within 3,000 cycles since the last inspection, or within the next 100 cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 3,000 cycles since last inspection. (NOTE: Established life limits for the part shall not be exceeded.) (b) Spacer/impellers with any crack indications shall be removed from service prior to further flight. (c) Spacer/impeller inspections which have been performed prior to the effective date of this AD which are identical to the inspection requirements of Service Bulletin 72-748 are considered to be an acceptable means of compliance with the initial inspection requirements of Paragraph (a). (d) Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be used if approved by the Manager, Engine Certification Branch, FAA, New England Region. (e) Airplanes may be ferried in accordance with the provisions of Federal Aviation Regulation 21.197 to a base where the AD can be accomplished. This amendment becomes effective on December 30, 1982.
2004-25-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330 and A340 series airplanes. This AD requires regularly performing a complete electrical shutdown of the airplane to reset the integrated standby instrument system (ISIS). This AD also provides an optional terminating action. This AD is prompted by reports indicating that an airplane lost the ISIS, then, during the same flight, lost all electronic instrument system (EIS) display units. We are issuing this AD to prevent loss of the ISIS, which, if combined with loss of all EIS display units, could reduce the flightcrew's situational awareness and contribute to loss of control of the airplane or impact with obstacles or terrain.
2014-05-27: We are adopting a new airworthiness directive (AD) for certain Rockwell Collins TPR-720 and TPR-900 Mode select (S) transponders that are installed on airplanes. This AD was prompted by the identification that the TPR-720 and TPR-900 Mode S transponders respond intermittently to Mode S interrogations from both ground-based and traffic collision avoidance system (TCAS-) equipped airplanes. This AD requires testing and calibration of the alignment of the transponders. We are issuing this AD to correct the unsafe condition on these products.
84-15-04: 84-15-04 SIKORSKY AIRCRAFT DIVISION: Amendment 39-4893. Applies to all Sikorsky Model S-76A helicopters, certificated in all categories. Compliance is required within 30 days after the effective date of this AD unless already accomplished. To prevent loss of control of the helicopter due to tail rotor control cable failure, accomplish the following: Unless already accomplished, install a tail rotor controls centering quadrant in accordance with Sikorsky Customer Service Notice No. 76-133, Revision A, dated November 10, 1983, or FAA-approved equivalent. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the compliance time of this AD may be adjusted and/or an equivalent method of compliance may be approved upon request to the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. This amendment becomes effective August 3, 1984.