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2019-15-07: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, 737-200, 737-200C, 737-300, 737-400, and 737-500 series airplanes. This AD was prompted by reports of cracks in the frames below the passenger floor. This AD requires repetitive inspections for cracking of the fuselage lower lobe frames, and applicable on-condition actions. This AD also provides an optional terminating action for certain repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
98-06-04: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-06-04 which was sent previously to all known U.S. owners and operators of Eurocopter France Model AS332C, L, and L1 and Model SA330F, G, and J helicopters by individual letters. This AD requires performing a procedure to determine the angular play of the tail rotor gearbox, and repeating the procedure at certain intervals. This amendment is prompted by an accident involving a Model SA330 helicopter which resulted from the loss of the tail rotor drive. An investigation determined that the loss of the tail rotor drive was caused by excessive play between the tail rotor gearbox bevel gear and the bevel wheel. This condition, if not corrected, could result in failure of the tail rotor gearbox, loss of tail rotor drive, and subsequent loss of control of the helicopter.
82-06-07: 82-06-07 BELL HELICOPTER TEXTRON (BHT): Amendment 39-4340. Applies to Model 214B series helicopters, Serial Numbers 28001 through 28060, certificated in all categories (Airworthiness Docket No. 81-ASW-58). a. To prevent fatigue failure of tail rotor yokes, Part Numbers 214-010-702-001, - 105, and -107, accomplish the following: (1) Inspect the tail rotor yoke by magnetic particle inspection in accordance with Bell Helicopter Textron Alert Service Bulletin No. 214-81-18 dated September 18, 1981, or FAA approved equivalent, at the next flapping/pitch change bearing replacement following the effective date of this AD or, in any case not later than July 12, 1982. (The inspection is not required if the applicable Bell Helicopter Textron Alert Service Bulletin has previously been complied with.) (2) If any inclusions are detected, the yoke shall be rejected and replaced with a like serviceable part. b. Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. c. 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 April 12, 1982.
2019-17-04: The FAA is superseding Airworthiness Directive (AD) 2019-06- 09, which applied to certain Airbus SAS Model A350-941 airplanes. AD 2019-06-09 required repetitive tightness checks of the baby bassinet inserts installed on stowages and partitions and, depending on findings, accomplishment of applicable corrective actions, as specified in a European Aviation Safety Agency (EASA) AD, which was incorporated by reference. This new AD continues to require repetitive tightness checks of the baby bassinet inserts installed on stowages and partitions and, depending on findings, accomplishment of applicable corrective actions, and also requires modification of the baby bassinet inserts, which constitutes terminating action for the repetitive tightness checks; as specified in an EASA AD, which is incorporated by reference. This AD was prompted by reports that baby bassinet inserts installed on airplane stowages and partitions were found loose because a self-securing fixation device (Loctite) had not been applied. The FAA is issuing this AD to address the unsafe condition on these products.
99-01-12: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 99-01-12 that was sent previously to all known U.S. owners and operators of certain EMBRAER Model EMB-145 series airplanes by individual notices. This AD requires revisions to the Airplane Flight Manual to provide the flight crew with updated procedures for prohibiting use of the autopilot below 1,500 feet above ground level, emergency procedures for pitch trim runaway, and abnormal procedures for autopilot trim failure and stabilizer out of trim. This AD also requires installation of certain warning placards. This action is prompted by a report indicating that, during a flight test of a similar airplane model, the pitch trim monitoring subsystem malfunctioned internally. The actions specified by this AD are intended to prevent failure of the pitch trim system, which could cause undetected autopilot trim runaway, and consequent reduced controllability of the airplane, uncommanded autopilot disconnect, and excessive altitude loss.
2000-10-03: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-10 series airplanes, that requires a one-time detailed visual inspection to determine if wire segments of the wire bundle routed through the feed through on the aft side of the flight engineer's station are damaged or chafed, and corrective actions, if necessary. This amendment is prompted by a report of smoke coming out of the flight engineer's upper right circuit breaker panel, which was followed by circuit breakers popping and the panel lights going out. The actions specified by this AD are intended to prevent chafing of the wire bundle located behind the flight engineer's panel caused by the wire bundle coming in contact with the lower edge of the feed through and consequent electrical arcing, which could result in smoke and fire in the cockpit.
83-02-09: 83-02-09 BOEING: Amendment 39-4549. Applies to Model 707, 727C, and 727-100C series airplanes certificated in all categories listed in Boeing Service Bulletins Number 2999, Revision 3, and Number 727-52-79, Revision 4, or later FAA approved revisions. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo detect cracking of the main cargo door skin and frames and to prevent rapid decompression or loss of a portion of the door accomplish the following in accordance with Boeing Service Bulletins Number 2999, Revision 3, or Number 727-52-79, Revision 4, or later FAA approved revisions. \n\n\tA.\tWithin the next 500 landings after the effective date of this AD, or prior to accumulating 25,000 landings, whichever occurs later, inspect for cracks in the main cargo door skin between B.S. 505 and B.S. 595 from the lower edge of the door hinge downwards a minimum of six inches, and six inches above and three inches below the center line of stringer 10. Inspect visually or by using eddy current or X-ray procedures as specified in the applicable service bulletin. \n\n\tB.\tRepeat the inspections at intervals not to exceed one of the following until the airplane is modified in accordance with the applicable service bulletin listed in paragraph D: \n\n\t\t1.\t500 landings, if visually inspected, or \n\t\t2.\t750 landings, if eddy current inspected, or \n\t\t3.\t1,000 landings, if X-ray inspected. \n\n\tC.\tCracks are to be repaired prior to further pressurized flight in accordance with the following service bulletins: \n\n\t\t1.\tFor Boeing Model 707/720 series airplanes: Boeing Service Bulletin No. 2999, Revision 3, or later FAA approved revisions. \n\n\t\t2.\tFor Boeing Model 727C and 727-100C series airplanes: Boeing Service Bulletin No. 727-52-79, Revision 4, or later FAA approved revisions. \n\n\tD.\tModification in accordance with the Boeing Service Bulletin listed in paragraph C. or later FAA approved revisions constitutes terminating action for this AD. \n\n\tE.\tForthe purpose of this AD, and when approved by an FAA maintenance inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. \n\n\tF.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR Sections 21.197 and 21.199. \n\n\tG.\tAlternate 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. \n\n\tNOTE: Acceptable incorporation of the Boeing Model 707/720 Supplemental Structural Inspection Document (SSID) into the approved airplane maintenance program of a B707/720 operator constitutes an approved alternate means of AD compliance for B707/720 airplanes. \n\n\tThe 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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 31, 1983.
98-06-28: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Learjet Model 31 and 35A airplanes, that currently requires replacement of two segments of 16 American Wire Gauge (AWG) wire with 8 AWG wire at the connector that is connected to the auxiliary cabin heater relay box. That AD was prompted by a report indicating that two segments of the 16 AWG wire in the auxiliary cabin heater, which were spliced during production, do not provide adequate current-carrying capacity. This amendment requires the installation of a new replacement wire assembly. The actions specified by this AD are intended to prevent electrical arcing and consequent fire hazard that could result from wiring with inadequate current-carrying capacity.
2019-16-16: The FAA is superseding Airworthiness Directive (AD) 2018-18-12 for Airbus Helicopters (Airbus) Model AS350B, AS350B1, AS350B2, AS350B3, and AS350BA helicopters with a certain part-numbered Pall Aerospace Corporation Inlet Barrier Filter (IBF) element installed. AD 2018-18-12 required revising the Rotorcraft Flight Manual Supplement (RFMS) for your helicopter to prohibit operating a helicopter with an IBF element in wet weather and drying or replacing the IBF element if wet. This AD retains the requirements of AD 2018-18-12 but no longer allows reinstallation of a filter after it has been removed. This AD also expands the applicability, provides an optional terminating action for the RFMS revision for your helicopter, and prohibits installing the affected IBFs on any helicopter. This AD was prompted by further review of the unsafe condition and the determination that additional part- numbered IBF elements are affected by the unsafe condition. The actions of this AD are intendedto address an unsafe condition on these products.
89-17-03: 89-17-03 CALIFORNIA DEPARTMENT OF FORESTRY; GARLICK HELICOPTERS; HAWKINS AND POWERS AVIATION, INC; HERCULES; INTERNATIONAL HELICOPTERS, INC; OREGON HELICOPTERS; PILOT PERSONNEL INTERNATIONAL, INC; SMITH HELICOPTERS; SOUTHERN AERO CORPORATION, AND WEST COAST FABRICATIONS (these helicopters were manufactured by Bell Helicopter Textron, Inc., under military contract): Amendment 39- 6251. (Airworthiness Docket No. 88-ASW-33) Applicability: Model UH-1A, UH-1B, UH-1E, UH-1F, UH-1L, and TH-1L helicopters certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible fatigue failure of the main rotor masts, part number (P/N) 204-011- 450-001, -005, -007, -101, -105, -109, and -113, and main rotor trunnion, (P/N) 204-011-105-001, which could result in a catastrophic failure of the main rotor system and subsequent loss of the helicopter, accomplish the following: (a) Within 10 days after the effective date of this AD,create a historical service record for the main rotor mast, (P/N) 204-011-450-001, -005, -007, -101, -105, -109, and -113, and main rotor trunnion, (P/N) 204-011-105-001, and record the hours' time in service accumulated on the main rotor mast and trunnion. If the time in service cannot be determined, enter 900 hours for each year from the date the mast and trunnion were installed. (b) For masts and trunnions with more than 14,900 hours' time in service on the effective date of this AD, remove the masts and trunnions from service within the next 100 hours' time in service. (c) For masts and trunnions with less than 14,900 hours' time in service on the effective date of this AD, remove the masts and trunnions from service at 15,000 hours' time in service. (d) An alternate means of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, Federal Aviation Administration, Fort Worth, Texas 76193-0170. This amendment (39-6251, AD 89-17-03) becomes effective on September 5, 1989.