Results
2017-17-03: The FAA is superseding Airworthiness Directive (AD) 2017-12- 13, which applied to certain Airbus SAS Model A320-212, -214, -232, and -233 airplanes. AD 2017-12-13 required repetitive low frequency eddy current inspections or repetitive high frequency eddy current inspections of the pocket radius at certain areas of the fuselage frame, and repair if necessary. This AD requires new repetitive inspections at the left- (LH) and right-hand (RH) sides of the fuselage skin at certain frames for any cracking, 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 a crack found during an inspection of the pocket radius of the fuselage frame, and a determination that similar cracks may develop in nearby areas of the fuselage frame and that additional airplanes are subject to the unsafe condition. The FAA is issuing this AD to address the unsafe condition on these products.
2013-25-03: We are superseding Airworthiness Directives (ADs) AD 2000-17- 05 and AD 2001-04-09 for all the Boeing Company Model 767 airplanes. AD 2000-17-05 required a functional check of the shear rivets in all six elevator power control actuator (PCA) bellcrank assemblies to determine the condition of the shear rivets; and replacement or rework of the bellcrank assemblies, if necessary. AD 2001-04-09 required repetitive testing of the elevator control system to determine if an elevator PCA is rigged incorrectly due to yielded or failed shear rivets in a bellcrank assembly for the elevator PCA, and follow-on actions if necessary. Since we issued ADs 2000-17-05 and 2001-04-09, a terminating modification has been designed. This new AD requires an inspection to determine the part numbers and condition of the bellcrank assemblies; modification or replacement of the PCA bellcrank assembly, if necessary; and a repetitive functional test and mis-rig check, and corrective actions if necessary. We are issuing this AD to prevent continued operation with yielded or failed shear rivets in the elevator PCA bellcrank assemblies, and to prevent certain failures or jams in the elevator system from causing a hardover of the elevator surface, resulting in a significant pitch upset and possible loss of control of the airplane.
2013-26-11: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC225LP helicopters. This AD requires inspecting the swashplates for corrosion or a crack, and making the appropriate repairs or replacement of parts. This AD was prompted by the discovery of corrosion on the swashplates when the main rotor hub (MRH) assemblies were reconditioned. The actions of this AD are intended to detect corrosion or a crack in the swashplates, which could lead to failure of the swashplates and subsequent loss of helicopter control.
53-12-01: 53-12-01 HILLER: Applies to All UH-12, UH-12A, UH-12B, HTE-1, HTE-2, H-23A and H-23B Helicopters Incorporating Horizontal Stabilizers With Short Spar Inserts or Without Spar Inserts. Compliance required as indicated below. Replacement of the horizontal stabilizer assembly, P/N 37001 on the above helicopters has been found necessary to prevent fatigue failure of the stabilizer spar. (Hiller Service Bulletin No. 26 covers this procedure.) (a) Stabilizer assemblies P/N 37001-9 incorporating short spar inserts (5.75 inches) must be removed from service when they have accumulated 300 hours total time. The replacement stabilizer is identified as 37001-14 and incorporates a long spar insert. (b) Stabilizer assemblies P/N 37001-7 (without spar insert and identified as 37001) must be removed from service when they have accumulated 1,600 hours total time. The replacement stabilizer is identified as 37001-12 and incorporates a long spar insert. (c) Stabilizer assemblies P/N 37001-12 and -14 incorporate long spar inserts (10.29 inches). Attachment to the aft bulkhead socket is made by two AN 174-17 bolts. The total service life of these assemblies is not limited.
2013-26-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD was prompted by reports of arcing and smoke at the left number 2 window in the flight deck. This AD requires inspecting the orientation of both sides of the coil cord connector keyways of the number 2 windows on the flight deck; re-clocking the connector keyways, if necessary; and replacing the coil cord assemblies on both number 2 windows on the flight deck. We are issuing this AD to prevent arcing, smoke, and fire in the flight deck, which could lead to injuries to or incapacitation of the flightcrew.
81-07-10: This amendment adopts a new Airworthiness Directive (AD) which imposes an inspection schedule on the overrunning clutch assembly P/N 369A5350-601 and -603 and a Retirement life on the P/N 369A5364 sprag assembly, which it contains, used in the Hughes Helicopter Model 369 Series Helicopters equipped with any cargo hook. This AD is needed to prevent an overrunning clutch assembly failure which will result in the loss of engine power to the main rotor resulting in a hazardous emergency landing.
2000-02-35: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Hawker 800 and 1000 airplanes and Model DH.125, HS.125, BH.125, and BAe.125 series airplanes, that requires replacement of cadmium plated fittings and cone caps in the oxygen system plumbing with improved fittings and cone caps, a detailed visual inspection of the oxygen system plumbing in the area of the replaced parts, and corrective actions, if necessary. This amendment is prompted by reports indicating that a field survey of the affected parts revealed that a reaction process was occurring, which resulted in cadmium flaking. The actions specified by this AD are intended to prevent flaking of cadmium from certain oxygen system plumbing fittings and cone caps from blocking the valves and impairing the function of the oxygen system, which could deprive the crew and passengers of necessary oxygen during an emergency that requires oxygen.
69-08-12: 69-08-12 DEHAVILLAND: Amdt. 39-867. Amdt. 39-756 as amended by Amdt. 39-867. Applies to de Havilland DHC-6 type airplanes certificated in all categories except airplanes altered in accordance with de Havilland Service Bulletin 6/181. To prevent loss of the flight controls compliance is required prior to the next flight and at daily intervals thereafter as follows: (a) Visually inspect the elevator rudder pulley bracket assembly at F.S. 106 specifically at the forward flange on the top and bottom beams P/Ns C6FS1263-27 and -29 outboard of the outboard lightening hole for cracks or deformation. Replace cracked or deformed parts before further flight. (b) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. This directive effective April 30, 1969 and was effective upon receipt by all recipients of the telegram dated February 14, 1969, which contained amendment 39-756. Revised November 15, 1969.
2013-25-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a determination that certain maintenance activities, such as repairs or the accumulation of paint layers, might cause the weight of an elevator to exceed the certified limits. This AD requires checking the weight of certain elevators, and corrective action if necessary; and re-identifying the elevators. We are issuing this AD to detect and correct elevators that exceed the certified weight limits, which could result in reduced control of the airplane.
2013-26-12: We are superseding Airworthiness Directive (AD) 2009-14-02 for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747- 200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. AD 2009-14-02 required repetitive inspections for wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin, a detailed inspection for wear damage and cracks of the surface of any skin repair doubler in the area, and corrective actions if necessary. For airplanes on which the fuselage skin has been blended to remove wear damage, AD 2009-14-02 also required repetitive external detailed inspections or high frequency eddy current inspections for cracks of the blended area of the fuselage skin, and corrective actions if necessary. This new AD reduces the repetitive inspection interval, changes certain corrective actions, and expands the applicability. This AD was prompted by a report of wear through the fuselage skin that occurred sooner than the previous repetitive inspection interval. We are issuing this AD to detect and correct wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin in sections 46 and 48, which could cause in-flight depressurization of the airplane.