Results
98-06-06: This amendment adopts a new airworthiness directive (AD) that is applicable to GKN Westland Helicopters Ltd. (Westland) 30 series helicopters. This action requires determining the total hours time-in-service (TIS) of the six tail rotor drive shafts (drive shafts), creating a component history card or an equivalent record for each shaft, and replacing those drive shafts that exceed a certain TIS with an airworthy drive shaft. This amendment is prompted by findings of drive shaft attachment flange cracks on similar British military model helicopters. This condition, if not corrected, could result in failure of the drive shaft coupling attachment flanges that could result in loss of power to the tail rotor and subsequent loss of control of the helicopter.
98-06-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires replacement of the return filter diaphragm assemblies on hydraulic systems 1 and 2 with modified filter units having new diaphragms. This amendment is prompted by a report of insufficient running clearance of the brake units due to overpressure in the hydraulic return system; this condition could lead to brake overheating. The actions specified by this AD are intended to prevent too high pressure in the hydraulic return system during the selection of subsystem(s), which could result in inadvertent braking and/or blown tires.
2012-14-10: We are adopting a new airworthiness directive (AD) for CHI Model 107-II and Kawasaki Model KV107-II and KV107-IIA helicopters. This AD requires, before further flight, replacing certain upper collective pitch control yoke bolts. This AD is prompted by three failures of the affected bolts. These actions are intended to prevent failure of an upper collective pitch control yoke bolt (bolt), excessive vibration, migration of the shafts, and subsequent loss of control of the helicopter.
90-25-09: 90-25-09AEROSTAR INTERNATIONAL, INC.: Amendment 39-6848. Final copy of Priority Letter 90-25-09, Docket No. 90-CE-72-AD. Applicability: Models RX-6, RX-7, RX-8, S-49A, S-50A, S-52A, S-55A, S-57A, S- 60A, S-66A and S-77A balloons (all serial numbers) equipped with Advanced Fiber Technology (AFT) suspension cables, certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent balloon cable degradation and loss of the balloon, accomplish the following: (a) On Models S-66A and S-77A balloons, prior to further flight replace all AFT suspension cables with stainless/galvanized steel suspension cables in accordance with the instructions in Aerostar International, Inc., Service Bulletin No. 129, dated November 28, 1990. (b) On all model balloons other than Models S-66A and S-77A with less than 100 hours time-in-service (TIS) on the AFT suspension cables, prior to further flight, andthereafter before each flight, inspect all AFT suspension cables for degradation in accordance with the instructions in Aerostar International, Inc., Service Bulletin No. 129, dated November 28, 1990. (1) If signs of degradation are found, prior to further flight replace the AFT suspension cables with stainless/galvanized steel suspension cables in accordance with the instructions in Aerostar International, Inc., Service Bulletin No. 129, dated November 28, 1990. (2) If no signs of degradation are found, return the balloon to service and reinspect before each flight until the accumulation of 100 hours TIS on the AFT suspension cables at which time paragraph (c) of this AD must be accomplished. (3) The AFT suspension cables may be replaced if no signs of degradation are found as terminating action for the inspection requirements of this AD. (c) On all model balloons other than Models S-66A and S-77A with 100 hours or more TIS on the AFT suspension cables, unlessalready accomplished per paragraph (b)(1) or (b)(3) of this AD, prior to further flight replace the AFT suspension cables with stainless/galvanized steel suspension cables in accordance with the instructions in Aerostar International, Inc., Service Bulletin No. 129, dated November 28, 1990. NOTE: Operators who do not have records of hours TIS on individual AFT suspension cables may substitute balloon hours TIS in lieu thereof. (d) The inspections and cable replacements required by this AD may be performed by the owner/operator holding at least a private pilot certificate as authorized by FAR 43.7, and must be entered into the aircraft records showing compliance with this AD in accordance with FAR 43.11. (e) When the AFT suspension cables have been replaced pursuant to this AD, the inspection requirements of this AD are no longer required. (f) An alternate method of compliance or adjustment of the compliance times that provides an equivalent level of safety may beapproved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Room 232, Des Plaines, Illinois 60018. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Chicago Aircraft Certification Office. (g) Replacement cables or copies of the applicable service information may be obtained from Aerostar International, Inc., 1813 E. Avenue, P.O. Box 5057, Sioux Falls, South Dakota 57117-5057; Telephone (605) 331-3500; or the applicable service information may be examined at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6848, AD 90-25-09) becomes effective on January 14, 1991 as to all persons except those persons to whom it was made immediately effective by priority letter AD 90-25-09, issued December 4, 1990, which contained this amendment.
98-06-10: This amendment adopts a new airworthiness directive (AD), applicable to all Israel Aircraft Industries, Ltd., Model 1121, 1121A, 1121B, 1123, 1124, 1124A, 1125 Westwind Astra, and Astra SPX series airplanes, that requires repetitive functional tests for proper operation of hydraulic fuses installed in the brake system and emergency hydraulic indicating system; and replacement of any discrepant hydraulic fuse with a new, improved unit. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the hydraulic fuse to operate properly, due to internal corrosion, in the event of an external leak downstream of the fuse, which could result in loss of hydraulic systems.
78-15-02: 78-15-02 MOONEY AIRCRAFT CORPORATION: Amendment 39-3270. Applies to Models M20F airplanes, all serial numbers, and M20J airplanes, serial numbers 24-0001 through 24-0609 certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the main landing gear side brace bolts, accomplish the following: Within the next 90 days after the effective date of this AD, replace the main landing gear side brace bolts in accordance with Mooney Service Bulletin No. M20-212 dated March 1, 1978, or equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. This amendment becomes effective August 1, 1978.
93-02-14: 93-02-14 BRITISH AEROSPACE: Amendment 39-8498. Docket 91-NM-24-AD. Applicability: All Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. NOTE 1: This AD references British Aerospace Alert Service Bulletin 5-A-PM5987, "Time Limits - Aircraft General - Corrosion Control Programme," Issue 2, dated June 30, 1992, for corrosion tasks, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in that Service Bulletin. Where there are differences between the AD and the Service Bulletin, the AD prevails. NOTE 2: As used throughout this AD, the term "the FAA" is defined differently for different operators, as follows: For those operators complying with paragraph (a) of this AD, "the FAA" is defined as "the Manager of the Standardization Branch, ANM-113, FAA, Transport Airplane Directorate." For those operators operating under Federal Aviation Regulation (FAR) Part 121 or 129, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Principal Maintenance Inspector (PMI)." For those operators operating under FAR Part 91 or 125, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office." To prevent degradation of the structural capabilities of the airplane due to the problems associated with corrosion damage, accomplish the following: (a) Except as provided in paragraph (b) of this AD, complete each of the corrosion tasks specified in Appendix 3 of British Aerospace Alert Service Bulletin 5-A-PM5987, "Time Limits - Aircraft General - Corrosion Control Programme," Issue 2, dated June 30, 1992 (hereinafter referred to as "the Service Bulletin"), in accordance with the procedures of the Service Bulletin, and in accordance with the schedule specified in paragraphs (a)(1) and (a)(2) of this AD. NOTE 3: A "corrosion task," as defined in Appendix 3 of the Service Bulletin, includes inspections; procedures for a corrective action, including repairs, under identified circumstances; application of corrosion inhibitors; and other follow-on actions. NOTE 4: Corrosion tasks completed in accordance with the Service Bulletin before the effective date of this AD may be credited for compliance with the initial corrosion task requirements of paragraph (a)(1) of this AD. NOTE 5: Where non-destructive inspection (NDI) methods are employed, in accordance with Appendix 3 of the Service Bulletin, the standards and procedures used must be acceptable to the Administrator in accordance with FAR Section 43.13. NOTE 6: Procedures identified in the Service Bulletin as "informational only" are not required to be accomplished by this AD. (1) Complete the initial corrosion task of each "corrosion inspection area" defined in Appendix3 of the Service Bulletin as follows: (i) For aircraft areas that have not yet reached the "threshold age" (TA) as of one year after the effective date of this AD, initial compliance must occur no later than the TA plus the repetitive (R) interval. (ii) For aircraft areas that have exceeded the TA as of one year after the effective date of this AD, initial compliance must occur within the R interval for the area, measured from a date one year after the effective date of this AD. (iii) For airplanes that are 20 years old or older as of one year after the effective date of this AD, initial compliance must occur for all areas within one R interval, or within six years, measured from a date one year after the effective date of this AD, whichever occurs first. (iv) In all cases, accomplishment of the initial tasks by each operator must occur at a minimum rate equivalent to one airplane per year, beginning one year after the effective date of this AD.NOTE 7: This minimum rate requirement may cause a hardship on some small operators. In those circumstances, requests for adjustments to the implementation rate will be evaluated on a case-by-case basis under the provisions of paragraph (h) of this AD. (2) Repeat each corrosion task at a time interval not to exceed the R interval specified in the Service Bulletin for that task. (b) As an alternative to the requirements of paragraph (a) of this AD: Prior to one year after the effective date of this AD, revise the FAA-approved maintenance/inspection program to include the corrosion prevention and control program specified in the Service Bulletin; or to include an equivalent program that is approved by the FAA. In all cases, the initial corrosion task for each "corrosion inspection area" must be completed in accordance with the compliance schedule specified in paragraph (a)(1) of this AD. (1) Any operator complying with paragraph (b) of this AD may use an alternative recordkeeping method to that otherwise required by FAR Section 91.417 or Section 121.380 for the actions required by this AD, provided it is approved by the FAA and is included in a revision to the FAA-approved maintenance/inspection program. (2) Subsequent to the accomplishment of the initial corrosion task, extensions of R intervals specified in the Service Bulletin must be approved by the FAA. (c) To accommodate unanticipated scheduling requirements, it is acceptable for an R interval to be increased by up to 10%, but not to exceed 6 months. The FAA must be informed, in writing, of any such extension within 30 days after such adjustment of the schedule. (d) (1) If, as a result of any inspection conducted in accordance with paragraph (a) or (b) of this AD, Level 3 corrosion is determined to exist in any area, accomplish either paragraph (d)(1)(i) or (d)(1)(ii) within 7 days after such determination: (i) Submit a report of that determination to the FAA andcomplete the corrosion task in the affected areas on all Model BAC 1-11 series airplanes in the operator's fleet; or (ii) Submit to the FAA for approval one of the following: (A) A proposed schedule for performing the corrosion tasks in the affected areas on the remaining Model BAC 1-11 series airplanes in the operator's fleet, which is adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for that schedule; or (B) Data substantiating that the Level 3 corrosion found is an isolated occurrence. NOTE 8: Notwithstanding the provisions of Table 1 of the Service Bulletin, which would permit corrosion that otherwise meets the definition of Level 3 corrosion (i.e., which is determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it, "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. (2) The FAA may impose schedules other than those proposed, upon finding that such changes are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. (3) Within the time schedule approved under paragraph (d)(1) or (d)(2) of this AD, accomplish the corrosion tasks in the affected areas of the remaining Model BAC 1-11 series airplanes in the operator's fleet. (e) If, as a result of any inspection after the initial inspection conducted in accordance with paragraph (a) or (b) of this AD, it is determined that corrosion findings exceed Level 1 in any area, within 60 days after such determination a means approved by the FAA must be implemented to reduce future findings of corrosion in that area to Level 1 or better. (f) Before any operator places into service any airplane subject to the requirements of this AD, a schedule for the accomplishment of corrosion tasks required by this AD must be established in accordance with paragraph (f)(1) or (f)(2) of this AD, as applicable: (1) For airplanes previously maintained in accordance with this AD, the first corrosion task in each area to be performed by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each corrosion task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. (2) For airplanes that have not been previously maintained in accordance with this AD, the first corrosion task for each area to be performed by the new operator must be accomplished prior to further flight or in accordance with a schedule approved by the FAA. (g) Reports of Level 2 and Level 3 corrosion must be submitted at least quarterly to British Aerospace in accordance with Section 2.5 of the Service Bulletin. NOTE 9: Reporting of Level 2 and Level 3 corrosion found as a result of any opportunity inspections is highly desirable. (h) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 10: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (i) 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. (j) Reports of corrosion inspection results required by this AD have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (k) The corrosion tasks and reports shall be done in accordance with British Aerospace Alert Service Bulletin 5-A-PM5987, "Time Limits - Aircraft General - Corrosion Control Programme," Issue 2, dated June 30, 1992, which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page BULLETIN TEXT, INCLUDING CONTENT CHECKLIST: 1-3, 5-6, 8, 11, 13-14, 19 2 June 30, 1992 4, 7, 9-10, 12, 15-18 1 November 30, 1990 APPENDIX 1: 1-3 2 June 30, 1992 4 1 November 30, 1990 APPENDIX 2: 1 2 June 30, 1992 2 1 November 30, 1990 APPENDIX 3: 1-5, 7-10, 12-14, 16-19, 2 June 30, 1992 23-28, 31-37, 37A, 39-44, 44A, 45-46, 48-55, 58-59, 62, 64-75, 77 6, 11, 15, 20-22, 29-30, 1 November 30, 1990 38, 47, 56-57, 60-61, 63, 76, 78 APPENDIX 4: 2-5, 8-10 2 June 30, 1992 1, 6-7, 11-12 1 November 30, 1990 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, DC 20041. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (l) This amendment becomes effective on March 19, 1993.
2021-03-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, EC 155B, and EC155B1 helicopters. This AD was prompted by the FAA's determination that to improve the process and performance in collecting metal particles in the main gear box (MGB) certain existing magnetic plugs (electrical and nonelectrical) installed in the MGB pump intake must be replaced with improved non-electrical magnetic plugs. This AD requires replacing the existing magnetic plug with an improved non- electrical magnetic plug, as specified in a European Aviation Safety Agency (now 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.
98-06-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that currently requires a revision to the Airplane Flight Manual (AFM) to include procedures to prohibit use of reverse engine thrust power settings between idle and emergency maximum. This amendment revises the existing AFM revision requirement, and adds a new revision to the AFM to prohibit stabilized engine operation in a certain engine speed range on the ground. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent stabilized engine operation in a certain engine speed range on the ground, which could result in uncontained engine fan blade failure due to high cycle fatigue cracking.
73-12-09: 73-12-09 ROCKWELL INTERNATIONAL: Amendment 39-1664 is further amended by Amendment 39-2271. Applies to all Model NA-265-40 airplanes, Serial Numbers prior to 282-138 and equipped with thrust reversers; all Model NA-265-60 airplanes, Serial Numbers prior to 306-81, all Model NA-265-70 airplanes, Serial Numbers 370-2 through 370-6, and 370-8 and 370-9. Compliance required as indicated. To prevent unwanted thrust reverser deployment, accomplish (a), or (b), or (c), or (d), below, prior to further flight, except as provided below. (a) (1) Stow and lock the thrust reversers in the forward thrust position and install a placard in plain view of the pilot indicating that the thrust reversers are deactivated. The thrust reversers must be locked in the stowed position in accordance with North American Rockwell Report NA-62-1223, page 68E, for Model NA-265-40; Report NA-66-1030, Operational Supplement No. 8, for Model NA-265-60; and Report NA-69-639, Section 1-47, for Model NA-265-70. (2) Pull and collar, for all affected models, the following electrical circuit breakers located on the copilot side console: "CONTROL LH"; "CONTROL RH"; "LATCH LH"; "LATCH RH"; "EMERG STOW"; and "IND LTS". (b) (1) Incorporate the revisions, dated May 16, 1973, to the FAA-approved NA-265 series Sabreliner Airplane Flight Manuals, CERTIFICATE LIMITATIONS, EMERGENCY PROCEDURES and NORMAL PROCEDURES sections, pertaining to thrust reverser operation. References: NA-62-1300; NA-72-25; NA-66-1030; and NA-69-422. (2) Prior to the first flight of each day, perform the pre-flight operational check in accordance with North American Rockwell Service Bulletin 73-10, Addendum A, dated May 16, 1973, or later FAA-approved revisions of the Sabreliner 40/60 series Maintenance Manual TR-78-9; or -70 series Maintenance Manual TR-78-3. Install a placard in plain view of the pilot to require performance of this pre-flight thrust reverser system check. (3) Perform the rigging inspections of the thrust reverser in accordance with Service Bulletin 73-10 dated May 16, 1973, or later FAA-approved revisions. (4) Perform a one-time "Thrust Reverser 100-hour Inspection" per Addendum B, Service Bulletin 73-10, dated May 16, 1973 or later FAA-approved revisions. (5) Within three hundred hours additional time in service, perform a one- time "Operational Check of Thrust Reverser Relays" per Addendum C, Service Bulletin 73-10, dated May 16, 1973, or later FAA-approved revisions. (6) Thereafter, the inspections specified in paragraphs (b) (3), (4), and (5) above, may be performed as normal maintenance procedures in accordance with the North American Sabreliner Maintenance Manuals applicable to the model. (7) Accomplish the wiring change to the dimming circuit in accordance with North American Service Bulletin 73-6, dated May 16, 1973, or later FAA-approved revisions. (8) Aircraft which cannot meet or otherwise comply with any of the inspectionor installation requirements of paragraph (b) of this AD, can be operated only per paragraphs (a) or (c) of this AD. (c) (1) Install a strengthened stang bracket in accordance with FAA Approved Sabreliner Division Service Bulletin 74-11, dated June 20, 1975, or later FAA-approved revisions; and (2) Install an automatic Stow System in accordance with Sabreliner Division FAA Approved Service Bulletin 74-8 dated July 14, 1975, or later FAA-approved revisions; and (3) Incorporate in the Airplane Flight Manual the appropriate revisions shown in Sabreliner Division Service Bulletin (2), above. NOTE: For the purpose of compliance with (c), above, the automatic stow system must be operational. (d) Equivalent inspections, maintenance procedures, and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. AD 73-12-09 , Amendment 39-1664 supersedes A AD 73-10-04. Amendment 39-1664 was effective June 16, 1973 for all persons except those to whom it was made effective immediately by airmail letter dated May 17, 1973, which contained this amendment. This amendment becomes effective July 29, 1975.