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99-07-15: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. (BHTI)-manufactured Model HH-1K, SW204, SW204HP, SW205, SW205A-1, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters. This action requires inspecting the tail rotor yoke (yoke) assembly historical records to determine if the affected yoke assembly has been involved in any incidents that may have induced a bending load. It further requires replacement of the yoke assembly with a yoke assembly that has been x-ray diffraction inspected or has zero hours time-in-service (TIS); installing and inspecting an airworthy flapping stop or trunnion assembly to detect excessive bending loads; and revising the applicable Rotorcraft Flight Manual. This amendment is prompted by in-flight failures of yokes installed on civilian and military helicopters of similar type design, including three reported accidents. The actions specified in this AD are intended to detect static or dynamic overload on the yoke due to external bending forces, which could result in failure of the yoke, loss of the tail rotor, and subsequent loss of control of the helicopter.
84-10-51 R1: 84-10-51 R1 BOEING VERTOL COMPANY: Amendment 39-5024 as amended by Amendment 39-5352. Applies to Model 234 series helicopters, certificated in any category, equipped with forward main rotor drive shaft P/N 114D1245-7. Compliance is required as indicated, unless already accomplished. To prevent possible hazards in flight associated with cracking of the forward main rotor drive shaft, accomplish the following: (a) Within 70 hours time in service after the effective date of this amendment or upon accumulation of 1,600 total hours time in service on the rotor shaft, whichever occurs later, and thereafter at intervals not to exceed 35 hours time in service from the last inspection, inspect the rotor drive shaft in accordance with paragraph 3, "Accomplishment Instructions," Boeing Vertol Service Bulletin No. 234-63-1009, dated June 29, 1984, or Revision 1 dated May 1, 1986, or an FAA-approved equivalent. (b) Remove from service forward main rotor drive shafts havinga crack and replace with a serviceable part prior to further flight. (c) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (d) Upon submission of substantiating data by an owner through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA New England Region, may adjust the compliance times specified in this AD. (e) 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 the Boeing Vertol Company, Boeing Center, P.O. Box 16858, Philadelphia, Pennsylvania 19142. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas. Amendment 39-5024 (50 FR 15539) became effective April 22, 1985, as to all persons except those persons to whom it was made immediately effective by telegraphic AD No. T84-10- 51, issued May 3, 1984, which contained this amendment. This Amendment 39-5352 becomes effective July 24, 1986.
2013-19-01: We are adopting a new airworthiness directive (AD) for AgustaWestland S.p.A. (AgustaWestland) Model A119 and AW119 MKII helicopters to require inspecting the pilot and co-pilot doors to ensure that the windows are properly bonded within the doors. If the windows are not properly bonded, the AD requires applying bonding to the windows, the seals, and the window frames of the pilot and co-pilot doors. This AD was prompted by the loss of a pilot-door window during a test flight. The actions of this AD are intended to ensure the windows do not detach from the doors, potentially injuring persons on the ground and damaging the helicopter's tailboom and the tail rotor blades.
2013-18-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports of cracked and corroded nuts on an outboard flap support rib. This AD requires, for certain airplanes, repetitive inspections of the cap seal for damaged sealant on nuts common to certain outboard flap support ribs, and related investigative and corrective actions if necessary. For certain other airplanes, this AD also requires repetitive inspections of the cap seal for damaged sealant on nuts common to certain outboard flap support ribs, related investigative and corrective actions if necessary, and if necessary, a detailed inspection to determine the nut type installed in the outboard flap support rib and corrective actions. This AD also provides terminating action for the repetitive inspections under certain conditions. We are issuing this AD to detect and correct cracked and corroded nuts and bolts and the installation of incorrect nuts on certain outboard flap support ribs, which could lead to additional nut and bolt damage in the joint, result in loss of an outboard flap, and adversely affect continued safe flight and landing of the airplane.
99-07-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, and -300 series airplanes, that requires repetitive inspections to detect cracking of certain lower lobe fuselage frames, and repair, if necessary. This amendment is prompted by reports indicating that fatigue cracks were found in lower lobe frames on the left side of the fuselage. The actions specified by this AD are intended to detect and correct fatigue cracking of certain lower lobe fuselage frames, which could lead to fatigue cracks in the fuselage skin, and consequent rapid decompression of the airplane.
89-16-09: 89-16-09 LOCKHEED: Amendment 39-6288. Applicability: Model 382 series airplanes, serial numbers 3946 through 4637, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the nose landing gear strut assembly, accomplish the following: A. Within the next 250 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 3,150 hours time-in-service, perform an inspection for corrosion of the nose landing gear strut assembly, part number 388071-3, in accordance with Lockheed Service Bulletin 382-32-31, dated September 5, 1979. 1. If corrosion is detected which is within the limits specified in the service bulletin, rework in accordance with the service bulletin prior to further flight. 2. If corrosion is detected which is outside the limits specified in the service bulletin, prior to further flight, accomplish one of the following: a. Replace the defective cylinder assembly, part number 371675-1 with a serviceable cylinder assembly; or b. Modify the nose landing gear strut and components in accordance with Lockheed Service Bulletin 382-32-23, dated March 17, 1978. B. Modification of the nose landing gear strut and components in accordance with Lockheed Service Bulletin 382-32-23, dated March 17, 1978, constitutes terminating action for the inspection requirements of this AD. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Atlanta Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a basein order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Lockheed Aeronautical Systems Company, 86 South Cobb Drive, Marietta, Georgia 30063. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Atlanta Aircraft Certification Office, FAA, Central Region, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6288, AD 89-16-09) becomes effective on September 7, 1989.
80-13-14: 80-13-14 CESSNA: Amendment 39-3844. Applies to the following Model 310R, 335, 340A, 402C, 404, 414A, and 42lC airplanes certificated in all categories: Model Serial Number 310R 1865 335 0044, 0049, 0052, and 0059 340A 0959, 0961, 0962, 0967, 0972, 0978, 0982, 0983, 0984, 0985, 0998, 1002, 1003, 1012, 1014, and 1019 402C 0259, 0263, 0275, 0283, and 0288 404 0612, 0620, 0623, and 0628, 414A 0457, 0458, 0463, 0464, 0466, 0469, 0470, 0472, 0475, 0476, 0482, 0483, 0486, 0487, 0490, 0495, and 0497 421C 0823 through 0866, 0869, and 0870 COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the fuel flow transducer and resultant leakage of fuel within the engine compartment, prior to further flight accomplish the following on both engines: A) Remove engine cowling and inspect Cessna P/N 9910395-9 (Aerosonics Corp 33184-2) fuel flow transducer on each engine for serial number. B) If the P/N 9910395-9 transducer has a serial number included in the block 2364 through 2930, replace the transducer prior to further flight with a transducer whose serial number is not included in the block 2364 through 2930, reinstall the engine cowling, and accomplish Item D of this AD. C) If the P/N 9910395-9 transducer serial number is not included in block 2364 through 2930, reinstall the engine cowling, and accomplish Item D of this AD. D) Make the prescribed entry in the aircraft maintenance record indicating compliance with this AD when B, or C has been accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective on July 22, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated June 24, 1980.
77-15-05: 77-15-05 LET N.P.: Amendment 39-2974. Applies to Blanik 13 gliders, certificated in all categories, with serial numbers 173205 through 174230, inclusive. Compliance is required as indicated. To prevent structural failure of the fin top rib, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 90 hours time in service, and, thereafter, at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the fin top rib and central stiffener (fuselage stiffener) with a 5 power magnifying glass in accordance with the accomplishment instructions set forth in paragraph A of LET N.P. UH HRADTSTE-KUNOVICE (LET N.P.) Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent. (b) If cracks are found in the fin top rib of less than 5 mm in length, or of any length in the central stiffener, before further flight, either - (1) Repair the fin top rib or central stiffener as necessary, in accordance with the accomplishment instructions set forth in paragraph B of LET N.P. Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent; or (2) Comply with paragraph (e) of this AD. (c) If any cracks are found in the fin top rib which exceed 5 mm in length, before further flight, comply with paragraph (e) of this AD. (d) If no cracks are found, within the next 200 hours time in service after the effective date of this AD, comply with paragraph (e) of this AD. (e) Replace both the fin top rib and central stiffener in accordance with the accomplishment instructions set forth in paragraphs C and D of Let N.P. Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent. NOTE: To assist in the dismantling of the rudder the following information is provided: (1) It is recommended that, in loosening the split pin securing the slotted nut in the bottom rudder hinge, the bent ends of the split pin be straightened first using a suitable pointed tool and then the pin be removed. (2) The rudder dismantling procedures are as follows: (i) The nut of the bottom rudder hinge accessible through the mounting opening on the fuselage part should be released and unscrewed. (ii) The cloth blinds on the rudder edge curve and leading edge should be removed. The top rudder hinge stud bolt should be released and unscrewed. (iii) The rudder should be lifted slightly and its top edge should be pulled slightly backwards to be released from the top hinge. (iv) The rudder should be held in the inclined position and carefully lifted from the step ball bearing. (3) The bottom rivets of the intermediate stiffener supporting the rudder bearing should be routed by an extended drill rod through the 60 mm. diameter opening in the rear fuselage partition as recommended by the Note in paragraph D of LET N.P. Mandatory Bulletin L13/040. Routingof the rear fuselage part in position 14 of the partition is not recommended. (4) A modified shank should be used for riveting a new fin rib. For this purpose, a 35 mm. diameter opening should be made in the fin spar (See LET N.P. Mandatory Bulletin L13/040, paragraph C). (f) The inspections required by paragraph (a) of this AD may be discontinued when the fin top rib and central stiffener have been replaced in accordance with paragraph (e) of this AD. This amendment supersedes Amendment 39-2333 (40 FR 33007), AD 75-17-28, as amended by Amendments 39-2379 (40 FR 45802) and 39-2498 (41 FR 2375). This amendment becomes effective August 4, 1977.
2022-11-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of internal corrosion on the inboard flaps found prior to regularly scheduled maintenance checks. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate a certain aircraft maintenance manual (AMM) task. The FAA is issuing this AD to address the unsafe condition on these products.
99-07-11: This amendment adopts a new airworthiness directive (AD) that applies to all SOCATA - Groupe Aerospatiale (SOCATA) Model TBM 700 airplanes. This AD requires inspecting the left-hand and right-hand outboard hinge fittings of the horizontal stabilizer for cracks, and replacing any cracked fitting. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent structural damage to the stabilizer caused by outboard hinge fitting cracks, which could result in uncontrolled flight if the hinges break.