Results
2022-16-03: The FAA is adopting a new airworthiness directive (AD) for certain Continental Aerospace Technologies, Inc. GTSIO-520, IO-346, IO- 470, IO-520, IO-550, LTSIO-520, O-470, TSIO-520, and TSIOL-550 series model reciprocating engines, Lycoming Engines AEIO-320, AEIO-360, AEIO- 540, AIO-320, AIO-360, GO-480, GSO-480, HIO-360, HIO-540, IGO-480, IGO- 540, IGSO-480, IGSO-540, IO-320, IO-360, IO-540, LIO-360, LTIO-540, O- 235, O-320, O-360, O-540, TIGO-541, TIO-360, TIO-540, TIO-541, TVO-435, VO-435, and VO-540 series model reciprocating engines, and Textron Lycoming/Subsidiary of Textron, Inc. IO-720 series model reciprocating engines. This AD was prompted by a report of a manufacturing quality escape of improperly lubricated roller bearings installed in certain magnetos, which may result in overheating and magneto seizure. This AD requires the replacement of affected magneto or inspection of affected magneto and, if no white grease is detected, replacement of magneto components, as applicable, and reassembly of the magneto. The FAA is issuing this AD to address the unsafe condition on these products.
99-19-01: This amendment adopts a new airworthiness directive (AD) that is applicable to Teledyne Continental Motors (TCM) O-470, IO-470, TSIO-470, IO-520, TSIO-520, LTSIO-520, GTSIO-520, IO-550, TSIO-550, and TSIOL-550 series reciprocating engines. This action supersedes priority letter AD 99-09-17 that currently requires a one-time visual and ultrasonic (UT) inspection of the No. 2 and No. 5 crankshaft cheeks for cracks. All crankshafts found with a cracked cheek must be replaced with a serviceable crankshaft prior to further flight. This action adds to the applicability TCM GTSIO-520 series engines and additional engines, identified by serial numbers (S/Ns), of currently affected engine series; references a revised service bulletin that clarifies snap ring installation; increases to 500 hours time-in-service (TIS) the cutoff for engines that require a more immediate inspection; and corrects the contact telephone number for TCM. This amendment is prompted by inspection results from the current priority letter AD. The actions specified by this AD are intended to prevent crankshaft failure due to crankshaft cheek cracks, which could result in total engine power loss, in-flight engine failure, and possible forced landing.
99-18-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 series airplanes, that requires revising the Airplane Flight Manual (AFM) to provide the flightcrew with modified operational procedures to ensure continuous operation with the high pressure cock (HPC) levers in the lockout position. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent burnout of the engines during flight by ensuring that the HPC levers are in a permanent lockout position.
2014-02-05: We are adopting a new airworthiness directive (AD) for Eurocopter Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, and AS350D1 helicopters. This AD requires measuring the distance between the end of the main rotor collective pitch lever (collective) locking stud (locking stud) and the locking strip and repairing the locking stud if the clearance is insufficient. This [[Page 5252]] AD was prompted by a report that insufficient distance between the locking stud and the locking strip may cause the collective to become inadvertently locked in the low pitch (low) position. The actions of this AD are intended to prevent the collective from becoming inadvertently locked in the low position and subsequent loss of control of the helicopter.
2014-02-02: We are adopting a new airworthiness directive (AD) for Bell Model 206L, L-1, L-3, and L-4 helicopters. This AD requires measuring each main rotor (M/R) blade spar space to determine whether it is oversized and reidentifying the M/R blade and [[Page 5250]] reducing the life limit of the blade if the spar spacer is oversized. This AD was prompted by the manufacture of certain blades with an oversized spar spacer and the determination to reduce the life limits of those blades. The actions of this AD are intended to prevent failure of an M/R blade and subsequent loss of control of the helicopter.
99-18-20: This amendment adopts a new airworthiness directive (AD), applicable to General Electric Company (GE) CF6-50, -80A1/A3, and -80C2A series turbofan engines installed on Airbus A300 and A310 series airplanes, that requires initial and repetitive thrust reverser inspections and checks, and allows extended repetitive inspection intervals if an optional double p-seal configuration is installed. This amendment is prompted by the report of a higher than anticipated center drive unit (CDU) cone brake failure rate which reduces the overall thrust reverser system protection against inadvertent deployment. The actions specified by this AD are intended to prevent inadvertent in-flight thrust reverser deployment, which can result in loss of control of the airplane.
71-07-01: 71-07-01 PRATT & WHITNEY: Amdt. 39-1179 as amended by Amendment 39-1279. Applies to Pratt & Whitney Aircraft JT8D-1, -1A, -7, and -7A turbofan engines using Front Compressor Front Hub Part Nos. 504101 and 515201. Pratt & Whitney Aircraft Alert Service Bulletin No. 2944, Revision No. 5, lists the engine and hub serial numbers affected by this airworthiness directive. The manufacturer's serial numbers described in the applicability statement 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 the referenced Alert Service Bulletin from the manufacturer may obtain copies upon request to Pratt & Whitney, Main Street, East Hartford, Conn. These documents may also be examined at Eastern Region headquarters, JFK International Airport, Jamaica, New York. A historical file on this A.D. which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C.and at the Eastern Region headquarters, Jamaica, New York. Compliance required as indicated on all front compressor front hubs that have accumulated 6000 cycles or more in service. 1. To preclude failure of the front compressor front hub as a result of (a) possible surface defects in the blade slots or (b) possible loss of effectiveness of shotpeening in the blade slots accomplish the following on hubs listed in tables I and II of the above service bulletin. a. Visually inspect, within the next 150 cycles in service and every 150 cycles in service thereafter until the hub is removed, the rear face and overhung shelf of the hub rim for cracks emanating out of the base of the acute corner of the dovetail slots, or b. Inspect with an eddy current probe, within the next 150 cycles in service, unless already accomplished and every 400 cycles in service thereafter until the hub is removed, the rear overhung shelf of the hub rim for cracks emanating out of the base of the acute corner of the dovetail slots, or c. Within the next 150 cycles in service, unless already accomplished and every 1500 cycles in service thereafter, remove all first stage compressor blades and inspect the blade slots of the hub with an eddy current probe for cracks emanating out of the base of the acute corner of the dovetail slots. d. If any crack is found during any of the foregoing inspections replace hub before further flight. e. It is permissible to use any of the three inspection procedures at the end of the preceding inspection period. 2. To preclude failure of the front compressor front hub from lack of shotpeening accomplish the following on hubs listed in table III of the above service bulletin. a. Visually inspect, within the next 150 cycles in service, to determine whether the rim area of the hub has been shotpeened. b. If the inspection confirms that the hub has not been shotpeened then the hub is to be inspected in accordance with paragraphs 1 (a) through (e) of this AD. Upon submission of substantiating data through an FAA Maintenance Inspector by an owner or operator, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, may adjust the compliance time. (Pratt & Whitney Aircraft Alert Service Bulletin No. 2944 Rev. 5 dated 12 August 1971 pertains to this subject.) Amendment 39-1179 was effective March 30, 1971 and was effective upon all recipients of the telegram dated October 16, 1970 which contained this Airworthiness Directive. This amendment 39-1279 is effective September 7, 1971.
2014-01-02: We are adopting a new airworthiness directive (AD) for certain Eurocopter Deutschland GmbH (Eurocopter) Model EC135P2+ and EC135T2+ helicopters. This AD requires inspecting the mechanical air conditioning system compressor bearing block upper bearing (upper bearing) for corrosion, leaking grease, condensation, or water. This AD was prompted by metallic debris from an upper bearing found in the air inlet areas of both engines in a Model EC135P2+ helicopter. The actions of this AD are intended to prevent metallic debris from damaging the engine, causing loss of engine power, and subsequent loss of helicopter control.
86-11-07: 86-11-07 CESSNA: Amendment 39-5324. Applies to the following Model U2O6G and TU206G airplanes modified with Soloy Turbine Pac installations in accordance with Supplemental Type Certificate (STC) number SA2353NM: CESSNA SERIAL NUMBER SOLOY DATA PLATE NUMBER U20603989 763-013 U20604266 763-001 U20604287 763-003 U20604881 763-014 U20605232 763-005 U20605567 763-002 U20605584 763-015 U20605745 763-008 U20605936 763-006 U20606065 763-007 U20606227 763-004 U20606381 763-011 U20606628 763-010 U20606768 763-012 U20606816 763-009 Compliance: Required as indicated in the body of the AD unless previously accomplished. To preclude loss of the in-flight engine restart capability and to correct a condition that could cause erroneous navigation displays to the pilot, accomplish the following: (a) For the above listed airplanes modified by Soloy STC SA2353NM, within the next 100 hours time-in-service (TIS) after the effective dateof this AD, remove and replace the voltage regulator in accordance with the instructions contained in Soloy Service Bulletin (S/B) 04-763 dated March 29, 1985. (b) For serial numbered airplanes U20604266, U20604287, U20605232, U20605567, U20605745, U20605936, U20606065, and U20606227 modified with Soloy STC SA2353NM, within the next 200 hours TIS after the effective date of this AD, modify the electrical system circuit breaker installation in accordance with the instructions contained in Soloy S/B No. 02-763 dated January 7, 1985. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Seattle Aircraft Certification Office, Federal Aviation Administration, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168. All persons affected by this directive may obtain copies of the document referredto herein upon request to Soloy Conversions, LTD., 450 Pat Kennedy Way, S.W., Olympia, Washington 98502 or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on July 4, 1986.
77-07-08: 77-07-08 FAIRCHILD (HILLER): Amendment 39-2866 as amended by Amendment 39-2992. Applies to Model 1100 and FH-1100 type helicopters certified in all categories. Compliance required as follows: To detect improper surface finish in the bolt holes at each end of the tail rotor tension torsion bars, P/N's 24-55106 which could lead to cracking of the bar plates, accomplish the following within the next 25 hours in service after the effective date of this AD unless already accomplished. Inspect the two tail rotor tension torsion bars, P/N's 24-55106 which have serial numbers prior to 1922 or illegible serial numbers, in accordance with Fairchild FH-1100 Service Bulletin No. SBFH1100-55-2A dated 19 January 1977, Section 2 "Accomplishment Instructions" or equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. If tension torsion bars are found unacceptable in accordance with the service bulletin or those procedures approved bythe Chief, Engineering and Manufacturing Branch, replace the bar with one that has been inspected and found acceptable in accordance with the service bulletin or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection interval specified in this AD. Amendment 39-2866 became effective April 11, 1977. This Amendment 39-2992 becomes effective August 5, 1977.