Results
76-22-07: 76-22-07 MCDONNELL DOUGLAS CORPORATION: Amendment 39-2759. Applies to McDonnell Douglas Model DC-9 series airplane, certificated in all categories, having American Safety Flight Systems, Inc. seat belt Model 444657 and 444660 installed on the flight attendant's seat located on the aft pressure bulkhead door. \n\n\tCompliance required within the next 1200 hours time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent possible injury to the occupant of the aft flight attendant's seat, accomplish either of the following: \n\n\t(a)\tInstall a placard on the flight attendant's seat, located on the aft pressure bulkhead door which reads: \n\n\t\t"DO NOT OCCUPY", or \n\n\t(b)\tReplace the bungee cord at the aft flight attendant's seat located on the aft pressure bulkhead door in accordance with McDonnell Douglas Service Bulletin 25-210, October 8, 1976, later FAA approved revisions, or in a manner approved by the Chief, Aircraft Engineering Division, FAA,Western Region. \n\n\tNOTE: The subject seat belts were installed at a particular time during factory production and may also have been installed in the field in accordance with Service Bulletin 25-147. \n\n\tThis amendment becomes effective December 10, 1976.
97-23-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that requires replacement of certain overhead electronics units (OEU) of the passenger address and entertainment communication systems with modified OEU's. This amendment is prompted by reports of smoke coming from the overhead panels near the passenger reading lights, which was caused by overheating of the transformers located in the OEU's. The actions specified by this AD are intended to prevent overheating of the transformers, which potentially could cause a fire in the transformer assembly and/or electronic components located in the OEU and could cause smoke to enter the passenger cabin.
95-22-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes. This action requires replacement of the rear pintle pin of both main landing gears (MLG) with an improved pintle pin assembly. This amendment is prompted by the results of fatigue testing, which demonstrated that fatigue cracking can occur in the heads of these pintle pins. The actions specified in this AD are intended to prevent the initiation and propagation of such fatigue cracking, which could lead to the failure of the pintle pins and consequent collapse of the MLG.
2021-13-21: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139, AW139, and AW189 helicopters. This AD was prompted by a report of the in-flight failure of one of the three stainless steel external rings bonded to the main rotor swashplate boot. This AD requires repetitive inspections of these stainless steel external rings for corrosion, cracks, and the condition of the adhesive that bonds the rings to the main rotor swashplate boot, and corrective action if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
76-08-06: 76-08-06 BRANTLY: Amendment 39-2584. Applies to Model 305 helicopters certificated in all categories. Compliance required as indicated after the effective date of this AD, unless already accomplished. (a) Prior to further flight after January 18, 1968, remove Brantly torsion strap assemblies, P/N C0976-1 or P/N D2225-1, and replace with Brantly torsion strap assemblies, P/N D2225-3, in accordance with Brantly service kit, SK 305-67-5, dated December 15, 1967, Drawing D8001, Revision A, or later FAA approved revision, and Brantly Maintenance and Overhaul Instructions, revised December 18, 1967. Thereafter, replacement parts of the same numbers must be removed and replaced prior to accumulating 400 hours' time in service or sooner if Brantly clevis bearing, P/N ESJ 74837 or P/N 36NBC2048YZP, does not meet the conditions specified in paragraph (c) of this AD. (b) Prior to further flight after January 18, 1968, remove Brantly main rotor hub clevis bearings, P/N ESJ 74837, and replace with unused Brantly serialized bearings, P/N ESJ 74837 or 36NBC2048YZP, in accordance with Brantly service kit, SK 305-67-5, dated December 15, 1967, Drawing D8001, Revision A, or later FAA approved revision, and Brantly Maintenance and Overhaul Instructions revised December 18, 1967. Bearings with the same part number must be used in the hub clevis. The clevis bearings must be hand packed with special lubricant and lubricated daily in accordance with Brantly Maintenance and Overhaul Instructions, revised December 18, 1967. (c) Thereafter, at intervals not to exceed 50 hours' time in service from the last inspection, accomplish the following: (1) Remove the clevis bearings from the hub assembly in accordance with the Brantly Maintenance and Overhaul Instructions, revised December 18, 1967, or in accordance with FAA approved equivalent procedures. (2) Inspect each clevis bearing for deterioration or roughness as follows: (i) Clean each bearing and inspect the grease residue for metallic particles. Maintain the bearing races indexing as removed from the clevis. (ii) Load each bearing by hand and rotate the bearing a few degrees, back and forth, to detect bearing roughness. (3) Remove the clevis bearings from further service if metallic particles were found in the grease residue or if the bearing has any roughness. The associated torsion strap assembly must be removed from further service also. (4) If the clevis bearings are not rough and have no metallic particles in the residue, the clevis bearings may be installed but must be rotated 180 degrees from the index mark per Brantly Maintenance and Overhaul Instructions, revised December 18, 1967, or per FAA approved equivalent procedures. (5) After rotation of the clevis bearing and after an additional 50 hours' time in service (100 hours' total time in service), the clevis bearing must be inspected, retired from service, and replaced with a clevis bearing serialized and manufactured in accordance with the type design. If replaced by a used Brantly serialized clevis bearing, the total accumulated service life must not exceed the service life limitations specified above. (d) Compliance with applicable parts of AD 68-01-07 is equivalent to compliance with the same applicable parts of this AD. (Brantly Helicopter Service Letter No. 103 dated February 10, 1976, pertains to use of the alternate clevis bearing.) This supersedes Amendment 39-541 (33 F.R. 626), AD 68-01-07 that superseded Amendment 39-435 (32 F.R. 8708), AD 67-19-01. This amendment becomes effective on receipt of the mailed amendment and is effective to all other persons on May 25, 1976.
67-18-02: 67-18-02 BOEING: Amdt. No. 39-424, Part 39, Federal Register May 27, 1967. Applies to Boeing Model 707 and 720 Series airplanes. \n\n\tCompliance required as indicated.\n \n\tTo prevent fires in the water and electrical galley supply boxes due to water seepage, accomplish the following: \n\n\t(a)\tWithin the next 300 hours' time in service after the effective date of this AD and thereafter, within periods not to exceed 300 hours' time in service from the last inspection, visually inspect each water and electrical galley supply box for water entrapment at the electrical connectors located therein.\n \n\t(b)\tIf water is found trapped at an electrical connector, water traps, including but not limited to tubing, clamps, bushings or boots, must be removed or modified in accordance with a method approved by an FAA Air Carrier Maintenance Inspector. \n\n\t(c)\tWithin the next 3,000 hours' time in service after the effective date of this AD unless already accomplished, modify the water and electrical galley supply box in accordance with the "Accomplishment Instructions" of Boeing Service Bulletin 2428 or FAA-approved revision, or in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t(d)\tThe inspections required by paragraph (a) may be discontinued when the modification required by paragraph (c) is accomplished. \n\n\t(e)\tUpon request of the operator, an FAA Air Carrier Maintenance Inspector, subject to prior approval of the Regional Director, FAA, Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tThis directive effective June 26, 1967.
2004-05-25: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplane models, that requires inspection of the captain's and first officer's seat locking pins for minimum engagement with the detent holes in the seat tracks; inspection of the seat lockpins for excessive wear; and corrective actions, if necessary. This action is necessary to prevent uncommanded seat movement during takeoff and/or landing, which could result in interference with the operation of the airplane and consequent temporary loss of control of the airplane. This action is intended to address the identified unsafe condition.
2011-07-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Service experience has shown that a case of FADEC channel B manifold air pressure (MAP) sensor hose permeability is not always recognized as fault by the FADEC. The MAP value measured by the sensor may be lower than the actual pressure value in the engine manifold, and limits the amount of fuel injected into the combustion chamber and thus the available power of the engine. A change in FADEC software version 2.91 will change the logic in failure detection and in switching to channel B (no automatic switch to channel B if MAP difference between channel A and B is detected and lower MAP is at channel B). In addition, previous software versions allow--under certain conditions and on DA 42 aircraft only--the initiation of a FADEC self test during flight that causes an engine in-flight shutdown. We are issuing this AD to prevent engine in-flight shutdown or power loss, possibly resulting in reduced control of the airplane.
2021-12-13: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 airplanes. This AD was prompted by a report that during refueling of the right main tank, if there is a failure of the automatic shutoff system, the refueling panel does not provide the required indication that the automatic shutoff has failed. This AD requires installing a new fuel quantity processor unit (FQPU) and doing an FQPU software check. The FAA is issuing this AD to address the unsafe condition on these products.
81-02-04: 81-02-04 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA (CAGA): Amendment 39-4014. Applies to Models A109 and A109A series helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent loss of the main rotor blade pitch control, accomplish the following: (a) Before further flight, hand correct the CAGA manuals referenced in paragraphs (a)(1) and (a)(2) by changing the torque value from "500 to 560 Kg, 434 to 486 inch/pound" to "311 to 345 Kg, 275 to 300 inch/pound." (1) CAGA A109/A109A overhaul manual (all change dates), Chapter 65-10- 01, page 240, paragraph 8, subparagraph (e); (2) CAGA A109/A109A maintenance manual (all change dates), Chapter 65-10-03, page 201, paragraph 3; and (3) Retain the hand corrected pages in both manuals until revised replacement pages are available from CAGA. (b) Within the next 25 hours time in service after the effective date of this AD - (1) Remove the mainrotor pitch horn trunion assembly; (2) Permanently remove from service, nut P/N MS 17825-7, and replace with a new nut of the same part number; and (3) Using a 5X magnifying glass, visually inspect the threaded area of P/N 109-0101-09-1, for deformation, distortion, or damage. (c) If as a result of the inspection of the trunion assembly required in paragraph (b)(3) of this AD, no deformation, distortion, damage, or defect is found. (1) Reinstall the main rotor pitch horn trunion assembly in accordance with CAGA A109/A109A overhaul manual, chapter 65.10.01, or an FAA-approved equivalent, using the torque values listed in paragraph (a) of this AD; or (2) Reinstall the main rotor pitch horn trunnion assembly in accordance with CAGA A109/A109A maintenance manual, or an FAA-approved equivalent, using the revised torque values listed in paragraph (a) of this AD; (3) During reinstallation of the main rotor pitch horn trunion assembly, check to insure that there is 0.10 to 0.20 millimeter play between the trunion shoulder and the bearing inner race; and (4) Return the serviceable trunion assembly to service. (d) If as a result of the inspection of the trunion assembly required in paragraph (b)(3) of this AD, deformation, distortion, damage, or defect indicating overtorque is found - (1) Remove the trunion assembly from service; (2) Replace with a new or serviceable trunion assembly of the same part number; and (3) Reinstall the main rotor pitch horn trunion assembly and torque in accordance with paragraph (c)(1) or (c)(2) of this AD. (e) Report defects found to the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) (f) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: Costruzioni Aeronautiche Giovanni Agusta Service Engineering Department messages LD/7/1815 and LD/7/1845, both dated April 22, 1980, refer to this subject. This amendment becomes effective January 5, 1981, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T80EU-22, issued May 1, 1980, which contained this amendment.