Results
2012-12-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, and Model CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by reports of a bleed air leak from the high pressure ducts which was not immediately detected by the bleed leak detection system. This AD requires installing new sensing elements in the main landing gear wheel well and the overwing area, protective blankets on the upper surface of the wing box and fuel tubes, and protective shields on the rudder quadrant support-beam in the aft equipment compartment. We are issuing this AD to prevent an undetected bleed [[Page 36130]] air leak which can cause loss of rudder control, can lead to degradation of structural integrity, and could be a potential heat source that can lead to fuel being ignited.
2021-23-06: The FAA is adopting a new airworthiness directive (AD) for various Model 234 and Model CH-47D helicopters. This AD was prompted by two reports of mechanical failures of the longitudinal cyclic trim actuator (LCTA). This AD requires determining the maintenance history, and hours time-in-service (TIS) and number of lift cycles for each LCTA since last overhaul, and then requires initial and repetitive overhauls of each LCTA based on that maintenance and service history. This AD also prohibits installing an LCTA unless it meets certain requirements. Finally, this AD requires reporting certain information to the FAA. The FAA is issuing this AD to address the unsafe condition on these products.
2004-12-10: The FAA is adopting a new airworthiness directive (AD) for certain serial-numbered propeller blades installed in Hamilton Sundstrand Corporation (formerly Hamilton Standard Division) 568F propellers. This AD requires replacement of propeller blades, part numbers (P/Ns) R815505-3 and R815505-4 that have a serial number (SN) of FR1699 to FR20021010, with serviceable blades. This AD results from reports of these composite propeller blades found at inspection, with random areas of missing adhesive under the compression wrap, which exposed the steel tulip part of the blade. We are issuing this AD to prevent propeller blade failure due to corrosion-induced fatigue, which could result in blade separation and possible loss of airplane control.
59-17-01: 59-17-01 WRIGHT: Applies to All TC18DA and TC18EA Series Engines. Compliance required as follows: Engine Model TC18EA2-Not later than October 1, 1959. All other EA Series Models and TC18DA Series-At the first overhaul after October 15, 1959, but not later than March 31, 1960, except TC18DA2, TC18DA3, TC18DA4, TC18EA1, TC18EA3, and TC18EA6 engines not later than July 31, 1960. Instances of propeller shaft cracking through the hydro-oil holes have occurred causing a loss of propeller control. To increase the strength of the propeller shaft and prevent this type of failure, the walls of the hydro-oil holes must be inspected and shotpeened in accordance with the instructions contained in Wright Aeronautical Division Service Bulletins Nos. TC18E-178 or TC18-359.
2012-10-52: We are adopting a new airworthiness directive (AD) for Cessna 206, 207, and 210 airplanes with Hartzell Engine Technologies (HET) turbochargers, part numbers (P/Ns) 406610-0005 and 406610-9005, installed. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires removing the affected turbochargers from service before further flight. This AD was prompted by a report of an HET turbocharger causing an engine in-flight power rollback. We are issuing this AD to prevent turbocharger bearing seizure, failed turbocharger components, and damage to the airplane.
2021-26-11: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd. & Co KG (RRD) RB211 Trent 875-17, 877-17, 884-17, 884B-17, 892-17, 892B-17, and 895-17 model turbofan engines. This AD was prompted by reports of single engine events caused by water contamination, which led to corrosion on the fuel pump that resulted in loss of engine thrust. This AD requires replacing the fuel pump 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.
52-27-02: 52-27-02 DOUGLAS: Applies to Model DC-6 Aircraft (Fuselage Numbers 1 to 166, Inclusive). \n\n\tCompliance required as indicated. \n\n\tThe following inspections and rework pertain to the outboard front spar splice plate, Douglas P/N 4325272 at Station 166 in the area of the inboard nacelle. This special inspection does not apply to splice plates that have been reworked by removing the aft attach tab or to new redesigned splice plates or when Douglas Service Bulletin 532 has been accomplished. \n\n\t1.\tInspection. \n\n\t\tA.\tConduct following inspection as soon as practical but not later than the next 50 hours operation unless already accomplished and continuing thereafter at intervals of regular inspection periods nearest to 500 flying hours from the time of initial inspection until the splice plate is replaced. Using at least an 8-power magnifying glass and/or dye check method or equivalent, make inspections for cracks in the chordwise direction in the area of the milled radius of the aft attach tab of the lower front spar splice plate. Alternate inspection procedures which will provide equivalent safety may be approved. If cracks are found, incorporate the rework of the item 2 before the next scheduled flight. \n\n\t\tB.\tThe above inspection must be continued periodically at intervals not to exceed 400 flying hours on all splice plates that have been reworked as per item 2A until the splice plate is replaced. If a crack is found beyond the stop drill hole prior to the replacement period as indicated in item 2C the splice plate must be replaced before the next scheduled flight. \n\n\t2.\tRework. \n\n\t\tA.\tIf cracks are found less than 1 3/8 inches long, stop drill using a 1/4-inch drill and ream with 17/64-inch reamer. The drill hole center must be located at a distance of 1 3/8 inches from the aft edge of the splice plate in line with the crack. \n\n\t\tB.\tIf cracks are found greater than 1 3/8 inches long, the splice plate must be replaced before the next flight.C.\tSplice plates reworked in accordance with item 2A must be replaced within 1,500 flying hours from time rework is accomplished. \n\n\t(Douglas Service Letter No. 123, dated May 29, 1952, also covers this same subject.)
96-09-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Textron Lycoming reciprocating engines, that currently requires replacement of sintered iron impellers in oil pumps. This amendment continues to require replacement of sintered iron impellers, but also requires replacement of aluminum impellers. This amendment is prompted by reports of additional oil pump failures caused by aluminum impellers, which do not have the reliability of the hardened steel impellers. The actions specified by this AD are intended to prevent an oil pump failure due to impeller failure, which could result in an engine failure.
2004-12-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model BAe.125 series 800A, 800A (C-29A), and 800B airplanes; and Model Hawker 800 airplanes, that requires a one-time inspection of certain wire bundles for discrepancies and related corrective action. This action is necessary to find and fix chafing and damage to the wire bundles, which could result in electrical arcing and heat damage in a potential fuel zone and possible fire or explosion in the fuel tank. This action is intended to address the identified unsafe condition.
2021-19-15: The FAA is superseding Airworthiness Directive (AD) 2019-01- 08, which applied to certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. AD 2019-01-08 required modifications for galley mounted attendant seat fittings. This AD was prompted by a report that showed a non-compliance exists on some in-service galley attendant seat fitting installations, and a determination that additional airplanes are subject to the unsafe condition. This AD requires modifications for galley mounted attendant seat fittings. The FAA is issuing this AD to address the unsafe condition on these products.
66-30-02: 66-30-02 BOEING: Amdt. 39-316 Part 39 Federal Register December 13, 1966. Applies to Model 727 Series Airplanes. \n\n\tCompliance required as indicated, unless already accomplished. \n\n\tTo minimize fuselage fire hazards resulting from fuel line ruptures during excessively hard landings involving structural damage, accomplish the following; \n\n\t(a)\tWithin the next 1,500 hours' time in service after the effective date of this AD, remove aluminum fuel lines, P/N 69-16668-1, in the fuselage (three places) located between Body Stations 887 and 1183, and replace with flexible fuel lines, P/N 10-60536-2, in accordance with Boeing Service Bulletin No. 28-26, dated April 27, 1966, or later FAA-approved revision or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tWithin the next 7,000 hours' time in service after the effective date of this AD, reroute the generator electrical leads (three places) and encase in teflon tubing between Fuselage Stations 850 and 1183 in accordance with Boeing Service Bulletin No. 24-30, revised May 18, 1966, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective January 12, 1967.
2021-26-09: The FAA is adopting a new airworthiness directive (AD) for certain Brantly Helicopters Industries U.S.A. Co., Ltd., Model 305 helicopters and Brantly International, Inc., Model B-2, B-2A, and B-2B helicopters. This AD was prompted by a report of a crack in the tail rotor (T/R) hub. This AD requires repetitive inspections of the T/R hub and depending on the results, removing the T/R hub from service. The FAA is issuing this AD to address the unsafe condition on these products.
77-13-17: 77-13-17 MCCAULEY PROPELLERS: Amendment 39-2943. Applies to the following two-bladed and three-bladed constant speed "Non-Feathering" and "Full Feathering" type McCauley propellers, which were modified by Hoosier Aircraft Accessory, Inc., Indianapolis, Indiana during the period of December 8, 1972 thru June 30, 1975. These propellers are installed on, but not limited to the aircraft models listed below. Constant Speed "Non-Feathering" Propellers Model (Note 1) Hub Serial No. (Note 2) Aircraft Model (Note 3) (A) Two Bladed 2A34C22 (*) 713477 Maule M-5-220C; 714270 M-4-180C, S, T D2A34C67 (*) 692205 Cessna R172E, -F, -G, and -H; FR172E, -F, -G, and - H, Maule M-4-210C, -210S, - 210T; M-5-210C (B) Three Bladed D3A32C77 (*) 661184 Cessna P206A, TP206A, 726348 210F, and T210F D3A32C88 (*) 724926 Cessna P206, P206A, - B, -C, -D, -E; Cessna TP206A, -B, - C, -D, -E; TU206F (S/N U20602200 and up) Cessna 210F, -G, -H, - J, -K, -L; T210G, -H, -J, -K, and -L Constant Speed "Full-Feathering" Propellers Model (Note 1) Hub Serial No. (Note 2) Aircraft Model (Note 3) (A) Two Bladed D2AF34C30 (*) 700468 Beech 58, 58A or 701342 2AF34C30 (*) 705241 705242 D2AF34C52 (*) 728611 Cessna 310I 730034 730556 2AF34C55 (*) 682955 Beech 95-55, 95-A55, 684789 95-B55, 95-B55A 697330 95-B55B, 95-C55, 713643 95-C55A, D-55, D- 55A, 726670 E-55, E-55A Series 728131 728141 D2AF34C59 (*) 642020 Cessna 337; 337A, -B, -C, or 723964 -D, -E, and -F Series 2AF34C59 (*) Burns BA42 D2AF34C61 (*) 66394 Cessna 336; 337, 337A, or 675836 -B, -C, -E and -F 2AF34C61 (*) 683257 Series; T337B, -C, -D, 684839 -E and -F Series; F337E, 686708 F337F 691475 727098 736922 741911 745073 750643 D2AF34C71 (*) 685300 Cessna 310P, -Q, -R; 694684 T310P, -Q; 320D, -E and340 D2AF34C81 (*) 651926 Cessna 310J, E310J, 671750 310K, 310L, and 310N 672239 673494 682298 741088 741102 D2AF34C91 (*) 722029 Cessna T337B, T337C, T337D, T337E and T337F; and FT337E, FT337F (B) Three Bladed 3AF34C74 (*) 661086TR Cessna 411, 411A 662363TR 692379 3AF32C75 (*) 702047 Beech 95-C55, 95- C55A, 702051 D55, D55A, E55, and E55A D3AF32C80 (*) 66986 Cessna 310K, -L, and - N or 661000 Colemill Executive 600 3AF34C80 (*) 665633 (STC SA518SO - Cessna 738455 310J, -K, -L, -N 738586 Conversion) 744076 3AF32C87 (*) 68588 Cessna 310P, -Q, -R; 683600 TP310P, -Q, -R; 320D, 683602 -E, -F; 340 685410 Colemill Executive 600 692770 (STC SA518SO Cessna 694218 310I Conversion) 705807 Riley (STC SA1181SW- 710281 Cessna 340 Conversion) 712311 713792 723589 737625 737974 739577 743892 743893744411 746518 748219 3AF34C92 (*) 682034 Cessna 421, 421A, and -B or 682054 3AF32C92 (*) 685899 686191 720868 721301 733370 734880 3AF32C93 722256 Cessna 414 722257 Notes: (*) - Denotes suffix letter(s). Some models have one or more suffix letter designations, others have none. (1)&(2) - Propeller model and hub serial numbers are stamped on the side of the propeller hub. The listing of hub serial numbers refers to specific hub serial numbers not series. In the event a spinner is installed, the spinner should be removed to check the model and hub (S/N) designations. The aircraft's records should likewise be checked to endure that the model and hub serial number coincide with the records. In the event an error is noted, the records should be corrected accordingly. Prior to further flight, spinners should be reinstalled where applicable. (3) - If no listing of aircraft serial numbers is indicated, applies to all applicable serial numbers of a particular aircraft model or series. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To preclude the possibility of blade actuating pin failures resulting from using an incorrect actuating pin, or improper rework of the ferrules and installation of the blade actuating pins and washers (i.e., a blind actuating pin hole not tapped to the proper depth can cause stripped threads on the ends of the actuating pin resulting in severe stress and may prevent actuating pin from seating properly on the washer), accomplish the following: A. Disassemble the propeller and inspect the blade actuating pins, washers McCauley Service Bulletins No. 99 dated December 8, 1972, No. 99-1 dated December 14, 1972, No. 99-2 dated April 23, 1973, and No. 99-3 dated August 11, 1975, or later Federal Aviation Administration approved revisions. B. Prior to further flight repair or replace as necessary, any improperly installed blade actuating pins, washers and ferrules, and reassemble the propeller in accordance with McCauley Service Bulletins No. 99 dated December 8, 1972, No. 99-1 dated December 14, 1972, No. 99-2 dated April 23, 1973, No. 99-3 dated August 11, 1975, and Service Manuals 710930 and 720415, or later Federal Aviation Administration approved revisions. C. When the above propellers are released for service, compliance with this Airworthiness Directive shall be noted in the Aircraft's Records. D. The Responsible propeller repair station will notify the Federal Aviation Administration, Chief, Engineering and Manufacturing Branch, AGL-210, 2300 East Devon Avenue, Des Plaines, Illinois 60018, by certified mail of the results of these inspections. The disposition of the affected propeller(s) including the blade and hub serial numbers of the propellers (as received and where applicable, as returned to service) must be reported. (Reporting approved by the Office of Management and Budget under OMB No. 04-R-174.) 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 McCauley Accessory Division, Cessna Aircraft Corporation, Box 7, Roosevelt Station, Dayton, Ohio 45417. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this airworthiness directive which includes incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C. and the Great Lakes Region. This amendment becomes effective: July 6, 1977.
2004-12-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and A300 B4 series airplanes, that requires modification of the 107VU electronics rack in the avionics compartment to ensure that fluid does not enter the rack. This action is necessary to prevent the loss of electrical power during flight, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2021-25-04: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent 1000 model turbofan engines. This AD was prompted by the manufacturer revising the engine Time Limits Manual (TLM) life limits of certain critical rotating parts and direct accumulation counting (DAC) data files. This AD requires the operator to revise the airworthiness limitations section (ALS) of their existing approved aircraft maintenance program (AMP) by incorporating the revised tasks of the applicable TLM for each affected model turbofan engine, 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.
69-06-05: 69-06-05 FAIRCHILD-HILLER: Amdt. 39-737. Applies to F-27 and FH-227 Type Airplanes Incorporating Lear Siegler (Jack & Heintz) Inverters P/N F35-5 or P/N F45-10 or P/N 40045-000 with Solid State Regulators Lear Siegler Kit P/N 52-000054 (Regulator P/N 51502-000), or Kit P/N 52-000059 (Regulator P/N 51502-001), or Kit P/N 52-000068 (Regulator P/N 51502-00M), or Bendix Type 4B39 Series Regulators. Compliance required within the next 1200 hours time in service after the effective date of this AD unless already accomplished. To prevent hazards associated with an inverter overvoltage condition causing the burnout or erratic operation of required instruments, accomplish the following: (a) Install a.c. overvoltage protection in the electrical output of the above inverter(s) which utilize Lear Siegler solid state regulators, P/N 51502-000, or P/N 51502-001, or P/N 51502-00M, in accordance with Lear Siegler Service Bulletin No. 148-1 dated February 7, 1969, or F-27 aircraftand FH-227 aircraft or later FAA approved revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or equivalent installation approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Install a.c. overvoltage protection in the electrical output of the above inverter(s) which utilize Bendix 4B39 Series regulators in accordance with Bendix Service Bulletin No. R220 dated November 15, 1968, or later FAA-approved revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or equivalent installation, approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiating data, submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective April 15, 1969.
90-23-19: 90-23-19 PRATT & WHITNEY: Amendment 39-6753. Docket No. 90-ANE-11. Applicability: Pratt & Whitney (PW) JT9D-3A/-7/-7A/-7A(SP)/-7AH/-7F/-7H/-7J/-20/-20J/-7R4D/-7R4D1/ -7R4E/-7R4E1/-7R4E4/-7R4H1/-7R4G2 turbofan engines installed on, but not limited to, Boeing 767, Boeing 747, McDonnell Douglas DC10-40, Airbus A300 and Airbus A310 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent failure of the high pressure turbine HPT) stage one rotating air seal, which could result in an uncontained engine failure, accomplish the following: (a) For JT9D-7R4E1 (AI 600 Series)/E4/H1 model engines, remove from service HPT stage one rotating air seal, Part Numbers (P/N) 797576, 797576P48, 793707 and 793707P48, within 60 days from the effective date of this AD, in accordance with Service Bulletin (SB) JT9D-7R4-72-392, Revision 2, dated March 2, 1990. (b) For JT9D-7R4G2 model engines, remove from service HPT stage one rotating air seal, P/N's 797576, 797576P48, 793707 and 793707P48, at the next engine shop visit or within 2,350 cycles in service (CIS) from the effective date of this AD, whichever occurs first, in accordance with SB JT9D-7R4-72-392, Revision 2, dated March 2, 1990. (c) For JT9D-7R4D/D1/E/E1(AI 500 Series) model engines, remove from service HPT stage one rotating air seal, P/N's 797576, 797576P48 and 793707, whose part serial numbers (S/N) are listed in Tables 1-3 inclusive of JT9D SB JT9D-7R4-72-393, Revision 1, dated December 21, 1989, at the next engine shop visit or within 2,450 CIS from the effective date of this AD, whichever occurs first, in accordance with the above noted SB. (d) For JT9D-7R4D/D1/E/E1(AI 500 series) model engines, fluorescent penetrant inspect (FPI) HPT stage one rotating air seal, P/N's 797576, 797576P48 and 793707, whose part S/N's are not listed in Tables 1-3 inclusive of SB JT9D-7R4-72-393, Revision 1, dated December 21, 1989, in accordance with the Accomplishment Instructions, Part B, of the above noted SB, at the next HPT module exposure or within 2,900 CIS after the effective date of this AD, whichever occurs first. Remove from service parts found cracked and replace with a serviceable air seal. Thereafter, reinspect at each HPT module exposure not to exceed 2,900 cycles since last inspection (CSLI), in accordance with the above noted SB. (e) For JT9D-3A/-7/-7A/-7A(SP)/-7AH/-7F/-7H/-7J/-20/-20J model engines, remove from service HPT stage one rotating air seals, P/N's 797576, 797576P48 and 793707, whose part S/N's are listed in Tables 1-3 inclusive of SB 5873, Revision 1, dated December 21, 1989, at the next engine shop visit or within 2,450 CIS after the effective date of this AD, whichever occurs first. (f) For JT9D-3A/-7/-7A/-7A(SP)/-7AH/-7F/-7H/-7J/-20/-20J model engines, FPI HPT stage one rotating air seal, P/N's 797576, 797576P48 and 793707, whose part S/N's are not listed in Tables 1-3 inclusive of PW SB 5873, Revision 1, dated December 21, 1989,in accordance with the Accomplishment Instructions, Part B, of the above noted SB, at the next HPT module exposure or within 2,900 CIS from the effective date of this AD, whichever occurs first. Remove from service parts found cracked and replace with a serviceable air seal. Thereafter, reinspect at each HPT module exposure not to exceed 2,900 CSLI, in accordance with the above noted SB. (g) For the purpose of this AD, an engine shop visit is defined as the induction of an engine into a shop for the conduct of engine maintenance. (h) For the purpose of this AD, HPT module exposure is defined as separation of the M Flange. (i) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (j) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance schedule specifiedin this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. The removal and inspection procedures shall be done in accordance with the following PW documents: Document Page No. Revision Date SB JT9D-7R4-72-392 2 Original Oct. 25, 1989 5, 6, 8, Rev.1 Dec. 21, 1989 9, 10 1, 3, 4, 7 Rev.2 March 2, 1990 SB JT9D-7R4-72-393 2-4 Original Oct. 27, 1989 1, 5 thru 15 Rev. 1 Dec. 21, 1989 SB 5873 2 thru 5 Original Oct. 30, 1989 1, 6, thru 16 Rev. 1 Dec. 20, 1989 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 Pratt & Whitney, Publications Department, P.O. Box 611, Middletown, Connecticut 06457. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street NW, Room 8301, Washington, D.C. 20591. This amendment (39-6753, AD 90-23-19) becomes effective on November 23, 1990.
2004-11-13: The FAA is superseding an existing airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. That AD currently requires a one-time general visual inspection to determine the part number and serial number of both main landing gear (MLG) sliding tubes, and related investigative and corrective actions if necessary. This amendment adds an additional inspection to determine only the serial number of the MLG sliding tubes. This AD is prompted by a report that the field of MLG sliding tubes subject to the identified unsafe condition has expanded. We are issuing this AD to detect and correct cracking in an MLG sliding tube, which could result in failure of the sliding tube, loss of one axle, and consequent reduced controllability of the airplane. DATES: Effective June 23, 2004. The incorporation by reference of Airbus All Operators Telex A320- 32A1273, Revision 01, dated May 6, 2004, listed in the AD is approved by the Director of the Federal Register as of June 23, 2004. On April 14, 2004 (69 FR 16475, March 30, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex A320-32A1273, dated February 5, 2004. We must receive any comments on this AD by August 9, 2004.
2021-24-15: The FAA is adopting a new airworthiness directive (AD) for Bell Textron Canada Limited Model 206L-1, 206L-3, and 206L-4 helicopters with certain Air Comm Corporation air conditioning systems installed. This AD was prompted by reports of damage to the drive ring spline teeth and the mating spline teeth. This AD requires visually inspecting the drive ring spline teeth and the mating area spline teeth on the oil cooler blower shaft for signs of deformation and fretting and depending on the results of the inspection, removing certain parts from service. This AD also requires reinstalling certain parts, applying torque, and aligning certain bolt holes. The FAA is issuing this AD to address the unsafe condition on these products.
2021-23-22: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by reports of failed main rotor (MR) dampers. This AD requires various inspections of certain MR dampers, 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.
58-02-01: 58-02-01 BELL: Applies to All Model 47J Helicopters, Using Main Rotor Blade P/N 47- 110-401-7, -9 and -11. Due to the possibility of a faulty bond between the butt plate laminates and the wood portion of the blade, causing a subsequent separation of the subject parts with possible catastrophic results, the following mandatory inspection is required: 1. Inspect butt plate laminates for indication of bond separation by grasping blade at tip and coning blade downward slightly after static stop is contacted, then coning blade upward to extent that tip is above level line of yoke. If separation is found no repair is allowed, remove blades and notify Bell Helicopter Corporation. Inspection required after each refueling until blades accumulate a total of 50 hours flight time and then daily thereafter. 2. Inspect on one-time basis butt plate laminates for bonding voids by tapping lightly completely around exposed surface of each laminate with a four or six inch wrench. Each laminate will have a different sound; however, an obvious variation in sound on an individual laminate tends to indicate a void. If void indicated, notify Bell Helicopter Corporation immediately. This supersedes AD 58-01-02.
2004-11-05: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters that requires inspecting the fuel transfer line and air exhaust duct for chafing, inspecting the air exhaust duct for a hole, and if necessary, repositioning the air exhaust duct to achieve the minimum clearances. This amendment is prompted by a report of damage to the fuel transfer line due to wear associated with vibrations and chafing of the fuel transfer line and the air exhaust duct. The actions specified by this AD are intended to detect chafing wear of the air exhaust duct and the fuel transfer line, which could result in a hole in the fuel transfer line, fuel leaking into the engine compartment and creating a fire hazard that could lead to a fire and a subsequent forced landing.
2012-10-13: We are superseding an existing airworthiness directive (AD) for certain Continental Motors, Inc. (CMI) models TSIO-520, TSIO-550-K, TSIOF-550K, and IO-550-N series reciprocating engines with new or rebuilt CMI starter adapters installed between January 1, 2011 and November 20, 2011. That AD currently requires replacing affected CMI starter adapters with starter adapters eligible for installation. This AD requires the same actions, but to an expanded population of reciprocating engines. This AD was prompted by two additional reports received of fractures in starter adapter gear shafts in certain additional part number (P/N) CMI starter adapters since we issued the existing AD. We are issuing this AD to prevent starter adapter gear shaft failure which could cause oil scavenge pump failure and engine in-flight shutdown.
2021-24-08: The FAA is superseding Airworthiness Directive (AD) 2021-04- 21, which applies to certain Airbus Helicopters Model EC120B helicopters. AD 2021-04-21 required an inspection of the attachment bolts of the main rotor (MR) hub scissors assembly for discrepancies and repair if necessary; part marking of the attachment bolts of the MR hub scissors assembly; and repetitive inspections of the part marking of the attachment bolts, and repair if necessary. This AD continues to require the actions in AD 2021-04-21; and also requires part marking of the washer, scissor branch, and mast ring of the corresponding nut side, and repetitive inspections of the additional part markings and repair if necessary; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a report of broken and bent attachment bolts of the MR hub scissors assembly and a determination that additional part markings of the washer, scissor branch, and mast ring of the corresponding nut side, and repetitive inspections of those part markings, are necessary to detect any rotation. The FAA is issuing this AD to address the unsafe condition on these products.
58-17-02: 58-17-02 CURTISS-WRIGHT: Applies to all C-46 Series aircraft including the Models C-46R and C-46/CW20-T aircraft. Compliance required as noted. Due to recurrent fatigue cracking on the horizontal tail surfaces, the following inspections must be accomplished: 1. Conduct a daily visual external inspection of the horizontal tail surfaces for cracks with especial reference to cracks developing in the skin and ribs in the area of the elevator balance weights and the elevator hinge cutouts. 2. A detailed visual inspection of the horizontal tail surfaces must be conducted at intervals not to exceed 100 hours' time in service. Particular attention should be paid to cracks developing in the area of the balance weights on the elevator, elevator nose ribs, elevator main spar, and elevator and stabilizer hinge ribs. 3. Any cracks found must be repaired in accordance with the structural repair manual or other approved repair method prior to the next flight. Stop-drilling of cracks is not considered a repair but may form part of a repair. To facilitate inspection, the horizontal stabilizer may be modified in accordance with L.B. Smith Aircraft Corporation Drawing No. 5.040.02, or approved equivalent. To provide access to the elevator interiors for visual inspection, access holes may be added in the elevator skin as shown on Riddle Airlines Incorporated Service Bulletin No. RSB-C- 46-8. Revised July 11, 1961.