Results
98-15-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 and Model A321 series airplanes, that requires repetitive inspections to verify proper installation of the plain bushings of the upper and lower connection links on the forward and aft passenger/crew doors, and correction of discrepancies. This amendment also requires installation of shouldered bushings on the frame segment used for attachment of the connection links or modification of the frame segment bushing (as applicable), which terminates the repetitive inspection requirements. This amendment is prompted by a report that, during an emergency evacuation of in-service airplanes, the left aft passenger/crew door jammed against the fuselage structure in a nearly closed position due to bushing migration. The actions specified by this AD are intended to prevent jamming of the passenger/crew door, which could delay or impede the evacuation of passengers during an emergency.
98-26-02: This amendment adopts a new airworthiness directive (AD), applicable to Sikorsky Aircraft Corporation Model S-61A, D, E, L, N, NM, R, and V helicopters, that requires a nondestructive inspection (NDI) for cracks in the main rotor shaft (shaft), and requires removal of any shaft with a crack and replacement with an airworthy shaft. This AD also requires appropriate marking of shafts and log book entries by the operator to determine the shaft retirement life, and establishes a new retirement life for the shaft. This amendment is prompted by four reports of cracks occurring in helicopters that were utilized in repetitive external lift (REL) operations. The actions specified by this AD are intended to detect a fatigue crack in the shaft that could result in shaft structural failure, loss of power to the main rotor, and subsequent loss of control of the helicopter.
2011-01-12: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires repetitive inspections for discrepancies of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, and corrective actions if necessary. This new AD requires replacing the midspar fuse pins with new, improved fuse pins, which would terminate the repetitive inspections. This AD was prompted by a report of corrosion damage of the chrome runout on the head side found on all four midspar fuse pins of the nacelle strut. Additionally, a large portion of the chrome plate was missing from the corroded area of the shank. We are issuing this AD to prevent damage of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, which could result in reduced structural integrity of the fuse pins, and consequent loss of the strut and separation of the engine from the airplane.
2011-01-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires removing affected PBE units. This AD was prompted by reports of potentially defective potassium superoxide canisters used in PBE units, which could result in an exothermic reaction and ignition. We are issuing this AD to prevent PBE units from igniting, which could result in a fire and possible injury to the flightcrew or other persons.
95-26-01: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal, Inc. (formerly Textron Lycoming) Models LTS101-650B1, -750B1, -650C, and -750C turboshaft engines, that requires installation of an improved power turbine (PT) rotor and electronic PT rotor overspeed controller as a terminating action to the currently required inspections of AD 88-14-01. This amendment is prompted by reports of additional bearing failures since publication of AD 88-14-01, including one additional uncontained PT disk failure. The actions specified by this AD are intended to prevent PT overspeed and uncontained engine failure.
93-21-03: 93-21-03 SCHWEIZER AIRCRAFT CORPORATION AND HUGHES HELICOPTERS, INC.: Amendment 39-8718. Docket Number 91-ASW-11. Supersedes AD 80-05-05, Amendment 39-3707, Docket Number 80-WE-3-AD. Applicability: Model 269A, 269A-1, 269B, and TH-55A series helicopters, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue failure of the magnesium tailboom center attachment [saddle] fitting (fitting) that could result in loss of the tailboom and subsequent loss of control of the helicopter, accomplish the following: (a) For each helicopter with a magnesium fitting, part number (P/N) 269A2324 (BSC) or 269A2324-7, with 4,000 or less hours' time-in-service on the effective date of this AD, perform the following in accordance with the 269 Series Basic Handbook of Maintenance Information, as revised by Temporary Revision No. R-42, dated October 8, 1990 (HMI): (1) Prior to further flight and thereafter at intervals not to exceed 50 hours' time-in-service from the last inspection, visually inspect the magnesium fitting and tailboom assembly for fretting, corrosion, and cracks using a 10-power or higher magnifying glass. (2) Within the next 25 hours' time-in-service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time-in-service from the last inspection, inspect the magnesium fitting for cracks using a dye penetrant inspection. (3) If the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, is found unairworthy by the inspections required by this paragraph, before further flight, remove and replace it with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (4) Prior to accumulating 4,100 hours' time-in-service, replace the magnesium fitting, P/N 269A2324 (BSC) or P/N 269A2324-7, with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (b) For each helicopter with a magnesium fitting, P/N 269A2324 (BSC) or P/N 269A2324-7, with more than 4,000 hours' time-in-service on the effective date of the AD, perform the following in accordance with the HMI: (1) Before the first flight of each day, visually inspect the magnesium fitting and tailboom assembly for fretting, corrosion and cracks using a 10-power or higher magnifying glass. (2) Prior to further flight after the effective date of this AD and thereafter at an interval not to exceed 50 hours' time-in-service from the last inspection, inspect the magnesium fitting for cracks using a dye penetrant inspection. (3) If the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, is found unairworthy by the inspections required by this paragraph, before further flight, remove and replace it with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (4) Within the next 100 hours' time-in-service, replace the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (c) Installation of an aluminum fitting, P/N 269A2324-13 (undrilled), constitutes terminating action for the requirements of this AD. NOTE: Schweizer Aircraft Corporation Service Bulletin B-238.1, dated November 7, 1991, pertains to this AD. (d) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, 181 S. Franklin Avenue, Room 202, Valley Stream, New York 11581-1145. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Manager, New York Aircraft Certification Office. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (f) This amendment becomes effective December 17, 1993.
82-01-02 R1: 82-01-02 R1 BRITISH AEROSPACE, AIRCRAFT GROUP (formerly British Aircraft Corporation): Amendment 39-4285 as amended by Amendment 39-4824. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories, which have not incorporated British Aerospace Modification PM 5703. Compliance required as indicated. To detect cracking and prevent possible failures of the passenger and service door inner operating handles and endfittings, accomplish the following: (a) On airplanes which have not incorporated British Aerospace Modification PM 5176, within the next 600 hours time in service after the effective date of this AD, unless already accomplished, remove the passenger door inner handle and inspect the handle tube and reinforcing liners and handle for cracks in accordance with paragraph 2.1, "ACCOMPLISHMENT INSTRUCTIONS," of British Aerospace Alert Service Bulletin 52-A-PM5703, Issue 1, dated September 3, 1979 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) On airplanes which incorporate British Aerospace Modification PM 5176, prior to the accumulation of 10,000 hours time in service since the incorporation of this modification, or within the next 600 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished, remove the passenger door inner handle and inspect the handle tube and reinforcing liners in accordance with paragraph 2.2, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent. (c) On airplanes which have not incorporated British Aerospace Modification PM5703, prior to the accumulation of 10,000 hours time in service, or within the next 600 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished, remove and inspect the endfitting, P/N AB24-4269, for cracks in accordance with paragraph 2.3, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA- approved equivalent. (d) If no cracks are found during the inspections required by paragraph (a), (b), or (c) of this AD, repeat these inspections at intervals not to exceed 1800 hours time in service from the last inspection. (e) If, during the inspection required by paragraph (a) or (b) of this AD, no cracks are found in the handle tube on either side of the reinforcing liner, but cracks are found in the reinforcing liners which are 0.10 inches in length or less, return the handle assembly to service and continue the inspection required by paragraph (a) or (b) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (f) If, during the inspection required by paragraph (a) or (b) of this AD, cracks are found in the reinforcing liner with any crack exceeding 0.10 inches in length, or any cracks are found in the handle tube on either side of the reinforcing liner, before further flight, either - (1) Replace the handle andreinforcing liner assembly with a serviceable assembly and continue the inspection required by paragraph (a) or (b) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) Perform temporary repairs to the handle and reinforcing liner assembly in accordance with paragraph (i) of this AD and continue the inspections required by paragraph (a) or (b) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (g) If, during the inspection required by paragraph (c) of this AD, cracks are found in the endfitting running inboard or outboard from the taper pin hole, with the length of each crack 0.30 inches or less, either - (1) Replace the endfitting with a serviceable part and continue the inspection required by paragraph (c) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) The endfitting may remain in service if the cracks are stop-drilled and inspected in accordance with paragraph 2.3.1, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent, at intervals not to exceed 300 hours time in service from the last inspection. (h) If, during the inspection required by paragraph (c) of this AD, cracks are found in the endfitting running outboard or inboard from the taper pin hole, with the length of any crack greater than 0.30 inches, before further flight, either - (1) Replace the endfitting with a serviceable part and continue the inspection required by paragraph (c) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) Perform temporary repairs to the endfitting in accordance with paragraph (i) of this AD and continue the inspections required by paragraph (c) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (i) If serviceable spares are not available, temporary repairs of inner handles or endfittings may be made in accordance with paragraph 2.1.4., 2.2.3., or 2.3.4., "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent. (j) Upon incorporation of British Aerospace Modification PM5703, compliance with this AD is no longer required. (k) For the purpose of complying with paragraphs (f) and (h) of this AD, the airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the inspection, repair, or replacement can be performed. (l) If an equivalent means of compliance is used in complying with this AD, that equivalent means must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. 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 alreadyreceived these documents from the manufacturer may obtain copies upon request to British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, D.C. 20591. Amendment 39-4285 became effective January 20, 1982. This Amendment 39-4824 becomes effective March 19, 1984.
2011-01-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive high frequency eddy current inspections for cracking on the hinge bearing lugs of the left and right sides of the center section ribs of the horizontal stabilizer, and related investigative and corrective actions if necessary. This AD was prompted by reports of cracks found on either the left or right (or in one case, both) sides of the center section ribs of the horizontal stabilizer. We are issuing this AD to detect and correct cracking in the hinge bearing lugs of the center section of the left and right ribs, which could result in failure of the hinge bearing lugs and consequent inability of the horizontal stabilizer to sustain the required loads.
96-03-12: This amendment adopts a new airworthiness directive (AD) that applies to Glasflugel Model Mosquito sailplanes. This action requires modifying the mounting studs on the lifting/tilting frame of the canopy system, repetitively inspecting the mounting stud, and incorporating flight manual revisions that specify a warning on emergency canopy deployment failure. Canopy system problems discovered during routine checks and periodic inspections of these sailplanes prompted the proposed action. The actions specified in this proposed AD are intended to prevent canopy system failure, which could result in loss of control of the sailplane.
96-03-13: This amendment adopts a new airworthiness directive (AD) that applies to Beech Aircraft Corporation (Beech) 90, 99, 100, and 200 series airplanes. This action requires inspecting the main landing gear drag leg lock link to ensure that the hole for the roll pin is drilled completely through both walls of the main landing gear drag leg lock link and, if not drilled completely through both link walls, replacing any main landing gear drag leg lock link. An incident in which the left main landing gear collapsed on one of the affected airplanes prompted this action. Investigation revealed that the roll pin hole was not completely drilled through both walls of the drag leg lock link. The actions specified by this AD are intended to prevent main landing gear collapse caused by drag leg lock link failure, which could result in loss of control of the airplane.