Results
2013-18-07: We are superseding revised Airworthiness Directive (AD) 76-12- 07 for all Bell Model 204B and certain serial-numbered Model 205A-1 helicopters with a certain tail rotor pitch control chain (chain) installed. AD 76-12-07 required visually inspecting the chain to detect a crack in the link segments and, for affected Model 205A-1 helicopters, replacing the chain and cable control system with a push- pull control system. This new AD requires, for Bell Model 204B, inspecting certain chains at specified intervals, revising the inspection procedures, installing a tail rotor cable and chain damper kit (damper kit), and revising the maintenance manual or Instructions for Continued Airworthiness (ICAs) to include the inspection intervals. This new AD also requires, for certain Bell Model 205A-1 helicopters, replacing the chain and cable control system with an airworthy tail rotor push-pull control system kit. This AD was prompted by the rapid growth of a crack leading to premature chainfailure. The actions are intended to prevent failure of the chain, loss of tail rotor blade pitch control, and subsequent loss of control of the helicopter.
76-13-12: 76-13-12 BRITTEN-NORMAN LTD: Amendment 39-2660. Applies to Islander Models BN-2, BN-2A, BN-2A-2, BN-2A-3, BN-2A-6, BN-2A-8, BN-2A-9, BN-2A-20 and BN-2A-21 airplanes, certificated in all categories, which incorporate Britten-Norman Modification No. NB/M/430. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent inadvertent retraction of the flaps beyond the normal 6 degree droop position, accomplish the following: (a) Perform a visual inspection of the flap retract position in accordance with the Inspection paragraph of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, or an FAA-approved equivalent. (b) If the flap retract position is found to be out of tolerance, before further flight, adjust the flap actuator in accordance with Rectification paragraphs 1, 2, 3, and 4 of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, or an FAA-approved equivalent. NOTE: Material L65, specified in Fig. 1 of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, is the same as Alum. Alloy U.S. QQA-261 (AL 14S). This amendment becomes effective July 15, 1976.
2013-13-01: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-46-310P, PA-46-350P, PA-46R-350T, and PA-46-500TP airplanes. This AD requires inspecting the fuel vent valves to identify if the nitrile parts are installed and modifying and eventually replacing the fuel vent valves if the nitrile parts are installed. This AD was prompted by nitrile fuel vent valves not providing the correct ventilation. If not corrected, this unsafe condition may lead to structural damage of the wings, which could result in loss of control. We are issuing this AD to correct the unsafe condition on these products.
78-09-05: 78-09-05 CESSNA: Amendment 39-3202. Applies to the following models and serial number airplanes certificated in all categories: \n\n\n\nMODELS\nSERIAL NUMBERS\n336\n336-0001 through 336-0195 \n337, 337A, 337B, T337B,\t\n 337C, T337C, 337D and T337D\n337-0001 through 337-1193\n \n337E, T337E, 337F, T337F,\n 337G, 337H and T337H \n33701194 through 33701852\nT337G and P337H\nP3370001 through P3370313\nM337B\nAll serial numbers\n\n\tCompliance: Required as indicated in accordance with Compliance Table I set forth in this AD or as otherwise set forth herein, unless already accomplished. \n\n\tTo detect cracking of the wing front and rear spar lower caps, front spar web and web doubler - In accordance with instructions set forth herein and in Cessna Multi-Engine Service Letter ME78-2, dated February 13, 1978, or later revisions: \n\n\tI.\tAt time intervals noted in Table I of this AD, inspect the right and left wing front and rear spar lower cap and front spar web and web doubler onairplanes having model and serial numbers shown below; \n\n\n\n\n\n\n\n\n\nTABLE 1\nCOMPLIANCE TIMES\n\nAirplane Type/\nOperation\nTotal Time in\nService for each of the following:\n\nInspection Times for Spar\nCap - Inspections required\nby Paragraph I.A.\n\nInspection Times for \nFront Spar Web - Inspections\nRequired by Paragraph I.B. \n\n\n1) Front Spar\n Lower Cap\nInitial Inspection\nin accordance\nwith this AD \nInterval for\nRepetitive\nInspections\nInitial\nInspection\nInterval for\nRepetitive\nInspections*\n\n2) Rear Spar\n Lower Cap\n3) Front Spar\n Web & Web\n Doubler\n\n\n\n\n\n\n\n\n\n\nNon-Pressurized\n(See Note 1)\n0 to 4999\nNone\nNone\nNone\nNone \n\n5,000 & up\nWithin 25 hours time-in-service after the effective date\nof this AD for those airplanes which \nhave not yet been inspected in accordance with \nAD 76-10-11\nor 73-04-02 or;\nwithin 500 hours\ntime-in-service \nafter the last\ninspection in\naccordance with\nAD 76-10-11 or\n73-04-02.\n500 hoursWithin 25 hours time-in-service\nafter the effective date of this AD.\n\n500 hours\n\n\n\n\n\n\nPressurized\n(See Note 1)\n0 to 9,999\n\nNone\nNone\nNone\nNone \n\n10,000 & up\nWithin 25 hours\ntime-in-service\nafter the effective\ndate of this AD\nfor those airplanes\nwhich have not yet\nbeen inspected in\naccordance with \nAD 76-10-11 or\n73-04-02 or;\nwithin 500 hours\ntime-in-service \nafter the last inspections\nin accordance with\nAD 76-10-11 or 73-04-02.\n500 hours\nWithin 25 hours time-in-service\nafter the effective date of this AD.\n\n\n500 hours\n\n\n\n\n\nNOTE 1: \nFor those airplanes\nwhich have engaged\n in contour or\nterrain following\noperations at low\naltitudes, such \nas power/pipeline\npatrol, fish or\ngame spotting,\naerial applications,\npolice patrol, live-\nstock management,\netc., Cessna \nrecommends and FAA strongly urges\ninspections at \nintervals shown to\nthe right of this\nnote.\n0 to 2,999\n\n3,000 & up\nNone\n\nWithin 25 hours\ntime-in-service\nafterthe effective\ndate of this AD\nfor those airplanes which have\nnot yet been \ninspected in \naccordance with the\nsuggestion in \nAD 76-10-11 or\n73-04-02 or, within 300 hours time-\nin-service after the last inspection in accordance with\nAD 76-10-11 or\n73-04-02.\nNone\n\n300 hours\nNone\n\nWithin 25 hours time-in-service\nafter the effective date of this AD.\n\nNone \n\n300 hours\n\n\n*After initial inspection in\naccordance\nwith this AD the compliance\ntime for\nrepetitive\ninspections\nmay be adjusted to \nallow compliance at the same\ntime as the\ninspections\nrequired by\nparagraph\n1A of this AD.\n\n\t\tA.\tFront and rear spar lower cap inspection;\n\n\nModel\nSerial Numbers\n336\n336-0001 through 336-0195\n337, 337A, 337B, T337B, 337C,\n T337C, 337D, and T337D\n337-0001 through 337-1193\n337E, T337E, 337F, T337F, and 337G\n33701194 through 33701548\nT337G\nP3370001 through P3370138\nM337B\nAll serial numbers\n\n\t\t\t1.\tFront spar lower cap inspection. \n\t\t\t\n\t\t\t\ta.\tInspect three fastener holes on the left wing and three fastener holes on the right wing for wing spar cracks using eddy current inspection procedures outlined in the above noted Cessna Service Letter. Figure 1 shows the area involved and the three fasteners (two NAS 221 screws at W.S. 64.41 and the jack point bolt hole at W.S. 68.45) that are to be inspected. \n\t\t\t\n\t\t\t\tb.\tRemove the two NAS 221 screws at Wing Station 64.41 one at a time for this inspection and hold the boom fairing firmly against underlying thicknesses of material to insure proper eddy current probe depth settings during this inspection. A cross-section with the screws at W.S. 64.41 removed is shown in Figure 2. Figure 3 shows the spar assembly (less boom and wing skins) and the relationship of the lower cap to the other parts at the strut attachment. Figure 4 shows the spar cross-section thru the jack point bolt hole. \n\n\n\n\n\n\n\n\n\n\n\t\t\t\tc.\tIf cracks are found in either the right or left wing front spar lower cap during any inspection required by this AD, prior to approving the airplane for return to service replace the front spar lower cap in both the right and left wing with new spar caps. \n\n\t\t\t2.\tRear spar lower cap inspection. \n\n\t\t\t\ta.\tDye penetrant inspect the lower spar cap area between two and three inches (2nd rivet outboard of W.S. 66.00 rib) outboard of wing station 66.00 rib for spar cap cracks originating in the rivet hole in accordance with inspection provisions in the above noted Cessna Service Letter. Figures 5, 6 and 7 show the location of the area on the rear spar lower cap to be inspected. \n\n\n\n\n\n\n\n\n\n\t\t\t\tb.\tIf cracks are found in either the right or left wing rear spar lower cap during any inspection required by this AD, prior to approving the airplane for return to service replace the rear spar lower cap in both the right and left wing. \n\t\n\t\tB.\tFront spar web and web doubler inspection; \n\n\nModel\nSerial Numbers\n336\n336-0001 through 336-0195\n337, 337A, 337B,T337B, 337C,\n T337C, 337D and T337D\n337-0001 through 337-1193\n337E, T337E, 337F, T337F, 337G,\n 337H and T337H\n33701194 through 33701852\nT337G and P337H\nP3370001 through P3370313\nM337B\nAll serial numbers\n\n\t\t\t1.\tRemove wing root access panels and wing root fairings. \n\n\t\t\t2.\tVisually inspect the radii of both the spar web and web doubler for cracks in the shaded critical area shown in Figure 8 of this AD. \n\n\t\t\t3.\tIf cracks are found in either the right or left wing front spar web or web doubler during any inspection required by this AD, prior to approving the airplane for return to service, replace the discrepant components. \n\n\tII.\tAirplanes found to have cracked spar caps, webs or web doublers during inspections required by this AD may be flown in accordance with FAR 21.197 to a base where the component replacement can be accomplished. \n\n\tIII.\tAccomplish the repetitive inspections made mandatory by this AD on those spar caps, webs and web doublers replaced in accordance with this AD upon accumulation of the total times-in-service shown in Table I of this AD. Repetitive inspections "strongly urged" via Note 1 in Table I of this AD should also be accomplished on spar caps, webs and web doublers replaced in accordance with this AD upon accumulation of the total times-in-service shown in Note 1, Table I, of this AD. \n\n\tIV.\tNotify in writing the Chief, Engineering and Manufacturing Branch, FAA, Central Region, of the location and length of any crack found during inspections required by this AD and also the total time in service of the component at the time the crack was discovered. (Reporting approved by the Office of Management and Budget under OMB NO. 04-R0174.) \n\n\tV.\tThe time interval for repetitive inspections required by this AD, after compliance with initial inspection requirements, can be adjusted up to 25 hours to allow accomplishment of these inspections at regular scheduled maintenance periods. \n\n\tVI.\tEquivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis AD supersedes AD 76-10-11, Amendment 39-2621 (41 FR 22045, 22046, 22047 and 22048). \n\n\tThis Amendment becomes effective May 11, 1978.
2010-14-20: The FAA is adopting a new airworthiness directive (AD) for McCauley Propeller Systems model 4HFR34C653/L106FA propellers. This AD requires a onetime fluorescent penetrant inspection (FPI) and eddy current inspection (ECI) of the propeller hub for cracks. This AD results from reports of 10 hubs found cracked during propeller overhaul. We are issuing this AD to prevent failure of the propeller hub, which could cause blade separation, damage to the airplane, and loss of control of the airplane.
81-14-03 R1: 81-14-03 R1 BRITISH AEROSPACE: Amendment 39-4151 as amended by Amendment 39- 4241. Applies to British Aerospace (formerly Armstrong Whitworth) Model AW-650 series 100 and series 200 aircraft, serial numbers 6651, 6652, 6653, 6654, 6656, 6660, 6801, 6802, 6083, and 6805, certified in all categories. Compliance required as indicated. To prevent possible loss of the vertical fin, accomplish the following: Within the next ten days after the effective date of this AD, unless previously accomplished, visually inspect the tail boom frame 28 on the left and right booms for cracks in accordance with paragraph 2C(1) of British Aerospace Service Bulletin Number 55/39 dated June 1981 or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA, Northwest Mountain Region. A. If no cracks are found, reinspect at intervals not to exceed 75 flight hours after the initial inspection by visual and eddy current methods in accordance with paragraphs 2C(1) and 2C(2)of British Aerospace Service Bulletin Number 55/39 dated June 1981 or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA, Northwest Mountain Region. B. Within 150 flight hours from the time of the initial visual inspection and thereafter at intervals not to exceed 150 flight hours, X-ray inspect in accordance with paragraph 2C(3) of British Aerospace Service Bulletin Number 55/39 dated June 1981 or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA, Northwest Mountain Region. C. If cracks are found, evaluate the damage in accordance with paragraph 2E of British Aerospace Service Bulletin Number 55/39 dated June 1981. If the airplane can continue to fly, reinspect in accordance with the inspection intervals contained in paragraph A and B of this ZD. If the cracks are such that the airplane cannot continue to fly after evaluation of the damage in accordance with paragraph 2E of the service bulletin, the modification as described in paragraph 2F of the service bulletin must be made prior to further flight. D. Prior to the accumulation of 600 flight hours after the initial visual inspection or within 50 flight hours after the effective date of this Amendment, whichever comes later, the modification described in paragraph 2F of British Aerospace Service Bulletin 55/39 dated June 1981 must be accomplished. Upon the accomplishment of the modification, no further AD inspections are required. E. Airplanes may be flown in accordance with FAR 21.197 and 21.199 to a maintenance base for accomplishment of the inspection required by this AD. F. Alternate methods of compliance may be used which provide an equivalent level of safety when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 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 addresses listed above. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. Amendment 39-4151 became effective July 8, 1981. This amendment 39-4241 becomes effective November 12, 1981.
2010-14-08: We are adopting a new airworthiness directive (AD) for certain Model 747-400, 747-400D, and 747-400F series airplanes. For all airplanes, this AD requires installing new pump control and time delay relays, doing related investigative and corrective actions if necessary, and changing the wiring for the center and main fuel tank override/jettison fuel pumps; and, for certain airplanes, installing new relays and wiring for the horizontal stabilizer override/jettison fuel pumps. This AD also requires a revision to the maintenance program to incorporate Airworthiness Limitation No. 28-AWL-24 and No. 28-AWL- 26. For certain airplanes, this AD also requires installing an automatic shutoff system for the horizontal stabilizer tank fuel pumps and installing new integrated display system software. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent uncommanded operation of certain override/jettison pumps which could cause overheat, electrical arcs, or frictional sparks, and could lead to an ignition source inside a fuel tank. This condition, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
99-07-10: This amendment adopts a new airworthiness directive (AD) that applies to all Industrie Aeronautiche e Meccaniche (I.A.M.) Model Piaggio P-180 airplanes. This AD requires inspecting the upper and lower engine nacelle inner panels for any loose or partially detached inner film, and removing any loose or partially detached inner film. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent the accumulation of loose particles on the engine inlet screen caused by film delamination, which could result in reduced engine power and possible loss of airplane control.
60-18-02: 60-18-02 VICKERS: Amdt. 197 Part 507 Federal Register August 24, 1960. Applies To All 745D and 810 Series Aircraft. Compliance required as indicated. Conduct inspections of the brake accumulator systems as specified in Vickers Preliminary Technical Leaflet (PTL) 222 (700 Series) and PTL 87 (800/810 Series) within the next 300 hours' time in service and at subsequent periodic intervals of 800 hours' time in service. These inspections are not mandatory when filters, Dunlop ACM 18308 or equivalent, are installed in accordance with Vickers Modification Bulletins D.2994 (700 Series) and FG.1796 (800/810 Series). This amendment shall become effective 30 days after date of its publication in the Federal Register.
99-07-05: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that requires repetitive external visual inspections and internal borescope inspections to detect discrepancies of the elevator assembly; and either repair or repair/modification of certain identified discrepancies. This amendment is prompted by a report of fretting at the diagonal truss to web joint of the elevator and cracking in the cap fillet radius adjacent to the joint, apparently due to loose fasteners as a result of local vibration. The actions specified by this AD are intended to detect and correct such fretting and cracking, which could result in reduced structural integrity of the elevator and consequent flutter instability if coupled with other structural failures.