Results
93-02-08: 93-02-08 BOEING: Amendment 39-8490. Docket 92-NM-117-AD. \n\n\tApplicability: Model 727 series airplanes equipped with Bendix brakes fitted with NASCO rotors installed in accordance with Supplemental Type Certificate (STC) SA3948NM; and equipped with the brake part numbers identified in paragraph (a) of this AD; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 180 days after the effective date of this AD, inspect brakes having the brake part numbers specified below for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within this limit. \n\n\n\n\nBendix Brakes Fitted with NASCO Rotors \nInstalled In Accordance with STC SA3948NM \n\nBendix P/N\n\nBoeing P/N\nMaximum Wear \nLimit (inches) \n2601182-5\n10-61287-22\n1.8 \n2601182-6\n10-61287-23\n1.7 \n\n\t(b)\tWithin 180 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD, into the FAA-approved maintenance inspection program. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThis amendment becomes effective on March 15, 1993.
78-14-08: 78-14-08 DETROIT DIESEL ALLISON: Amendment 39-3264 as amended by Amendment 39-3592. Applies to 250-C18/250-C18A/250-C18B/250-C18C/250-C20, and 250-C20B engines equipped with fuel pump P/Ns 6854292, 6856250, 6857548, 6876803, and 6877719, installed in aircraft certificated in all categories. Compliance required as follows unless previously accomplished. To preclude possible engine flameout resulting from fuel pump drive spline failure: Remove and inspect the fuel pump drive splines in accordance with the procedures specified in Detroit Diesel Allison Commercial Service Letter 61 for the 250-C18 series engines and 1007 for the 250-C20 series engines, revision 3 or later FAA approved revisions and the compliance times specified in (a) and (b) below. (a) For fuel pumps with 200 or more hours time in service on the effective date of this AD, compliance is required within 25 hours time in service and again each 200 hours time in service thereafter. (b) For fuel pumps with less than 200 hours time in service on the effective date of this AD, compliance is required prior to reaching 225 hours time in service and again each 200 hours time in service thereafter. If the pump drive splines exceed the wear criteria specified in the above Commercial Service Letters, the pump shall be removed from service before further flight except that the aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed. Unacceptable spline wear may be corrected by replacing worn parts or by modifying the pump in accordance with Detroit Diesel Allison Commercial Engine Bulletins No. 161 for 250-C18 series engines and 1051 for 250-C20 series engines revision 1, or later FAA approved revisions. All affected fuel pumps shall be modified in accordance with the procedures specified in the above referenced Commercial Engine Bulletins and the compliance times specified in (c) through (e) below. Upon completion of this modification the need and requirement for the above recurring inspection is eliminated. "Time in service" as specified in (c) and (d) below is the time since the last pump overhaul, or since new if the pump has never been overhauled. (c) For fuel pumps with less than 1475 hours time in service on the effective date of this AD, compliance is required prior to reaching 1500 hours time in service. (d) For fuel pumps with greater than 1475 hours time in service after the effective date of this AD, compliance is required within 25 hours time in service. (e) All fuel pumps disassembled for heavy maintenance or overhaul shall be modified regardless of time in service, before being returned to service. Operators who have not kept time in service records on individual pumps shall substitute engine hours time in service in lieu thereof. The Detroit Diesel Allison commercial service information identified in this directive is incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). The Detroit Diesel Allison Co. commercial service information incorporated herein may be obtained upon request to Detroit Diesel Allison, Division of General Motors Corporation, P.O. Box 894, Indianapolis, Indiana 46206. This document may also be examined at the FAA Great Lakes Region, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C. and the Great Lakes Region. Amendment 39-3264 became effective July 20, 1978. This Amendment 39-3592 becomes effective October 24, 1979.
2020-05-23: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C, AS332C1, AS332L, and AS332L1 helicopters. This AD requires inspecting the attachment screws of each main gearbox (MGB) suspension bar rear attachment fitting, and depending on the outcome, applying a sealing compound, performing further inspections, and replacing affected parts. This AD was prompted by reports of an elongated attachment screw and loss of tightening torque of the nut. The actions of this AD are intended to address an unsafe condition on these products.
77-02-07: 77-02-07 BEECH: Amendment 39-2817. Applies to Model 200 (Serial Numbers BB-2, BB-6 thru BB-18 and BB-20 thru BB-50) airplanes. Compliance: Required within 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent unintentional feathering of a propeller due to failure of the secondary low pitch stop amplifier, accomplish either Paragraph A or B: A) Replace both P/N 101-364171-1 and P/N 101-364171-9 printed circuit board assemblies with P/N 101-364170-15 printed circuit board assemblies in accordance with Beechcraft Service Instruction No. 0745-354, notwithstanding its supersedence by Beechcraft Service Instruction No. 0808-247. B) Remove secondary low pitch stop system in accordance with Beechcraft Service Instruction No. 0808-247, or later approved revisions. C) Airplanes which have accumulated 100 hours' time in service after the effective date of this AD may be flown in accordance with FAR 21.197 to a place where a replacement or removal can be performed, providing the existing amplifiers have not malfunctioned. D) Any equivalent method of compliance with this AD, must be approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. NOTE: The manufacturer has advised the FAA that sufficient replacement parts are available to accomplish Paragraph A of this AD. This amendment becomes effective March 1, 1977.
2008-04-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Bombardier Aerospace has completed a system safety review of the CL-600-2B19 aircraft fuel system against new fuel tank safety standards, introduced in Chapter 525 of the Airworthiness Manual through Notice of Proposed Amendment (NPA) 2002-043. The identified non-compliances were assessed using Transport Canada Policy Letter No. 525-001 to determine if mandatory corrective action is required. The assessment and lightning tests showed that certain fuel tube self-bonded couplings do not provide sufficient lightning current capability. The assessment also showed that single failure of the integral bonding wire of the self-bonded couplings or excessive axial clearance at the reducer ferrules of certain self-bonded couplings could affect electrical bonding between fuel tubes. Insufficient electrical bonding between fuel tubes or insufficient current capability of fuel tube couplings, if not corrected, could result in arcing and potential ignition source inside the fuel tank during lightning strikes and consequent fuel tank explosion. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-04-14: The FAA is adopting a new airworthiness directive (AD) for certain Honda Aircraft Company LLC (Honda) Model HA-420 airplanes. This AD requires inspecting the wheel speed transducer (WST) wiring harness, replacing the wiring harness if necessary, installing wiring hardware, and rerouting the WST wiring harness on both the left and right brake assemblies. This AD also requires revising the Abnormal Procedures section of the airplane flight manual (AFM) and quick reference handbook (QRH). This AD was prompted by reports of damage to the wiring harness due to excessive slack in the wiring harness assembly that allows contact with the main landing gear tire and by the determination that the AFMs and QRHs contain incorrect procedures for anti-skid braking system failures. The FAA is issuing this AD to address the unsafe condition on these products.
78-12-06: 78-12-06 PIPER: Amendment 39-3242 as amended by amendment 39-3461. Applies to Piper Aircraft Corporation Model PA-31T aircraft, S/N 31-7620012 and up, certificated in all categories, equipped with nose landing gear wheel assembly, Piper P/N 551-778, Cleveland P/N 40-120A. To detect cracks in the nose landing gear wheel, accomplish the following: (a) Prior to next flight visually check the nose wheel cup and flange area for cracks. If a crack is found, replace the wheel with an airworthy part of the same P/N or Piper P/N 551- 758, B. F. Goodrich P/N 3-1331, equipped with a tubeless tire, size 18 x 4.4, 6 ply rating or Piper P/N 551-782, B. F. Goodrich P/N 3-1076. Check may be accomplished by pilot. (b) Repeat paragraph (a) prior to each flight. (c) When wheel of Piper P/N 551-758, B. F. Goodrich P/N 3-1331 or Piper P/N 551- 782, B. F. Goodrich P/N 3-1076 is installed, repeat inspections of paragraph (b) may be discontinued. (d) Record results of each check in aircraft log or continuous inspection manual. Amendment 39-3242 was effective June 22, 1978. This amendment 39-3461 is effective May 9, 1979.
2020-06-02: The FAA is adopting a new airworthiness directive (AD) for all International Aero Engines, LLC (IAE) PW1122G-JM, PW1124G1-JM, PW1124G- JM, PW1127GA-JM, PW1127G1-JM, PW1127G-JM, PW1133G-JM, PW1133GA-JM, PW1130G-JM, and PW1129G-JM model turbofan engines with a certain low- pressure turbine (LPT) 3rd-stage blade installed. This AD requires initial and repetitive borescope inspections (BSI) of the turbine stator intermediate outer rear air seal (turbine piston seal) and, depending on the results of the inspection, replacement with a part eligible for installation. This AD was prompted by reports of failure of turbine piston seals leading to fracture of the LPT 3rd-stage blades. The FAA is issuing this AD to address the unsafe condition on these products.
76-09-04: 76-09-04 HAMBURGER FLUGZEUGBAU GmbH: Amendment 39-2594. Applies to Model HFB-320 Hansa airplanes, S/N 1021 thru 1023, 1026 thru 1028, 1030 thru 1040, 1045, and 1049 thru 1055, certificated in all categories. Compliance is required as indicated. To prevent possible abrupt unwanted deflection of nose wheel steering, caused by a disengaged torque coupling, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished - (1) Inspect the nose landing gear steering torque coupling to ensure that it is in the proper engaged position; (2) Apply paint markings to the shaft (screw head and nut) and housing of the nose landing gear steering torque coupling in accordance with Figure 1 of HFB 320 Hansa Alert Service Bulletin 32-24A dated September 26, 1975, or an FAA-approved equivalent; and (3) Install an operating limitations placard in full view of the pilot that reads - "Prior to each takeoff, check for proper nose wheel marking alignment" NOTE: It is possible that the nose landing gear torque coupling may become overloaded and disengaged if the maximum steering angle is exceeded in maintenance or taxiing. This condition can be detected by an increased resistance felt at the control wheel. (b) Prior to each takeoff after the paint markings have been applied in accordance with paragraph (a) of this AD, check the markings for proper alignment. This check may be carried out by the pilot. (c) If improper alignment is detected during a check required by paragraph (b) of this AD, before further flight, repair the nose wheel steering unit. This amendment becomes effective, May 10, 1976.
92-10-11: 92-10-11 BOEING: Amendment 39-8245. Docket No. 91-NM-192-AD.\n\n\tApplicability: Model 757 series airplanes, listed in Boeing Alert Service Bulletin 757-25A0112, dated July 18, 1991, certificated in any category.\n\n\tCompliance: Required within the next 24 months after the effective date of this AD, unless previously accomplished.\n\n\tTo prevent damage to the floor beam at body station (BS) 1640, hydraulic system components, and flight control functions in the event of a sudden decrease in air pressure aft of the bulkhead lining, accomplish the following:\n\n\t(a)\tModify the soft bulkhead support structure at BS 1640 and replace the bulkhead lining in accordance with Boeing Alert Service Bulletin 757-25A0112, dated July 18, 1991.\n\n\t(b)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n\n\t(d)\tThe modification shall be done in accordance with Boeing Alert Service Bulletin 757-25A0112, dated July 18, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(e)\tThis amendment becomes effective on June 1, 1992.
2020-05-20: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C, AS332C1, AS332L, AS332L1, and AS332L2 helicopters. This AD requires removing the drain plugs from the fuel tank compartments located under the bottom structure. This AD was prompted by the discovery that a modification to the fuel tank could lead to fuel accumulating in an area containing electrical equipment and subsequent ignition of fuel vapors. The actions of this AD are intended to address an unsafe condition on these products.
78-02-01: 78-02-01 PIPER AIRCRAFT CORPORATION: Amendment 39-3124 as amended by amendment 39-3460. Applies to model PA-31T airplanes, serial numbers 31T-7400002 through 31T-7820077, and Model PA-31T1 airplanes, serial numbers 31T-7804001 through 31T-780-4006, certificated in all categories. Compliance required within the next fifty hours in service after the effective date of this AD, unless already accomplished. (a) To preclude possible failure of the main landing gear actuating cylinder rod end bearing assemblies, accomplish the inspection and replacement where required, described in the "Instruction" portion of Piper Aircraft Corporation Service Bulletin No. 57A, dated August 30, 1978. (b) Equivalent alterations or methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Amendment 39-3124 was effective January 18, 1978. This amendment 39-3460 is effective May 9, 1979.
84-12-51: 84-12-51 WESTLAND HELICOPTERS LIMITED: Amendment 39-4904. Applies to Westland Model 30 Series 100 helicopters certificated in all categories. Compliance is required as indicated (unless already accomplished). To prevent possible hazards in flight associated with cracking of the main rotor blades, accomplish the following: (a) Before the next flight and thereafter before the first flight of each day, visually inspect the main rotor blades in accordance with Westland Service Bulletin W30-05-23 dated July 16, 1984, or FAA-approved equivalent. (b) Within 15 hours after the effective date of this AD, unless already accomplished, conduct an eddy current inspection of the main rotor blade and thereafter at intervals not to exceed every 15 hours time in service since the last inspection in accordance with Westland Service Bulletin W30-05-23, or FAA-approved equivalent. (c) Remove from service any main rotor blade where cracking is found and replace with a serviceable part prior to next flight. (d) An equivalent method of compliance with the AD may be used when approved by the Manager, Brussels Aircraft Certification Office, Federal Aviation Administration, c/o American Embassy, APO New York 09667. This amendment becomes effective September 11, 1984, as to all persons except those person to whom it was made immediately effective by telegraphic AD T84-12-51, issued June 5, 1984, which contained this amendment.
64-25-01: 64-25-01\tBOEING: Amdt. 39-1 Part 507 Federal Register November 6, 1964. Applies to Models 707 and 720 Series Aircraft Equipped With Pratt & Whitney JT3D Engines. \n\n\tCompliance required as indicated.\n \n\tThere have been a number of engine fires in service due to fuel accumulation in the aft thrust reverser sleeve and the side cowl panel as a result of false starts.\n \n\tTo correct this condition, unless already accomplished, provide additional fluid drainage in the left-hand side cowl panel and aft thrust reverser sleeve on each engine in accordance with either (a) or (b) or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(a)\tWithin 3,100 hours' time in service after the effective date of this AD accomplish the following: \n\n\t\t(1)\tDrill or cut four 1/2 inch-diameter holes through lower skin of the aft thrust reverser sleeve at Station 222.30 as shown on page 5 of Boeing Service Bulletin No. 1908. \n\n\t\t(2)\tDrill or cut two 1/4 inch-diameterholes through lower skin of aft thrust reverser sleeve at Station 222.30, one hole outboard of each channel section E-E and F-F at the locations shown on page 6 of Boeing Service Bulletin No. 1908. \n\n\t\t(3)\tDrill or cut two 1/2-inch diameter holes through lower skin of the aft thrust reverser sleeve at Station 241.75 as shown on page 4 of Boeing Service Bulletin No. 1908. \n\n\t\t(4)\tDrill or cut two 1/4 inch-diameter holes, one hole outboard of each rib, through lower skin on the aft thrust reverser sleeve, 1.3 inches outboard and 0.1 inch forward of each hole drilled in accordance with (a)(3). \n\n\t\t(5)\tDrill or cut two 1/2 inch-diameter holes through lower skin on left-hand side cowl nacelle Station 197.51 and bend trailing edge of each hole as shown on page 8 of Boeing Service Bulletin No. 1908. \n\n\t(b)\tWithin 3,100 hours' time in service after the effective date of this AD, drill or cut additional 1/2 inch-diameter drain holes in the aft thrust reverser sleeve and in the left sidecowl panel in accordance with Boeing Service Bulletin No. 1908. \n\n\tNOTE. - American Airlines, Inc. Fleet Campaign Directive No. 810B is an equivalent which has been approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(Boeing Service Bulletin No. 1908 dated January 16, 1964, covers this same subject.) \n\n\tThis directive effective December 7, 1964.
2020-05-16: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-115 airplanes; Model A320-214, -216, - 232, -251N, and -271N airplanes; and Model A321-211, -231, -251N, - 251NX, -253N, -271N, -271NX, and -272N airplanes. This AD was prompted by reports of incomplete installations of the over wing panel lug attachments in the production assembly line. This AD requires a one- time detailed inspection of certain attaching points on the left-hand and right-hand wings for the correct installation of certain hardware, and, depending on findings, accomplishment of applicable corrective actions, 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.
79-05-11: 79-05-11 PIPER AIRCRAFT CORPORATION: Amendment 39-3433. Applies to Model PA-44-180, serial numbers 44-7995001 through 44-7995144, 44-7995146 through 44-7995180, 44-7995182 through 44-7995186, 44-7995190, 44-7995192, 44-7995193, 44-7995195, and 44-7995197 airplanes certificated in all categories. \n\n\tCompliance is required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent loss of engine power control due to a damaged or binding throttle control cable or restricted carburetor throttle arm movement, on both engines, accomplish the following: \n\n\t(a)\tRemove upper and lower cowling. \n\n\t(b)\tDisconnect the throttle cable at the carburetor end and inspect the throttle control cable movement for full and free travel. If the throttle control cable movement exhibits stiffness or binding, replace the cable assembly with a serviceable unit. \n\n\t(c)\tInspect the carburetor throttle arm movement for full and free travel. If the throttle arm movement exhibits stiffness or restricted movement, take the necessary corrective action. \n\n\tNOTE: Marvel-Schebler/Tillotson Service Bulletin A2-78, dated October 1978, pertains to this condition. \n\n\t(d)\tRemove both left and right engine throttle control supports, and modify the part as shown in Figure No. 1 (dimensions are in inches). Re-mark the modified part as Part No. 86574-04. \n\n\t(e)\tReinstall the modified support as shown in Figure No. 1 (dimensions are in inches). Apply torque in accordance with the Piper Maintenance Manual. \n\n\t(f)\tRe-rig the throttles in accordance with Figures No. 2 and No. 3 (dimensions are in inches). \n\n\t(g)\tReinstall upper and lower cowling. \n\n\t(h)\tAdjust the throttle quadrant gear warning micro switch in accordance with Piper's Maintenance Manual. \n\n\t(i)\tMake an appropriate maintenance record entry. \n\n\t(j)\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tNOTE: Piper Service Bulletin 639, dated January 10, 1979, pertains to this subject. \n\n\tThis amendment becomes effective March 15, 1979.
97-24-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-1A11, -2A12, and -2B16 series airplanes. This action requires repetitive inspections to detect cracks of a certain bulkhead web of the fuselage at certain locations, and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct cracking in the pressure bulkhead at frame station (FS) 409.00, which could result in uncontrolled depressurization of the airplane and/or reduced structural integrity of the fuselage.
61-11-01: 61-11-01 BRANTLY: Amdt. 288 Part 507 Federal Register May 23, 1961. Applies to All B-2 Helicopters. \n\n\tCompliance required within the next 10 hours' time in service after effective date of this directive. \tA failure in the skid landing gear drag brace rod end bearing (Kahr Bearing Co. P/N HE-3SFN) occurred during ground handling resulting in collapse of the landing gear. This failure occurred through the area of the lubrication fitting. \n\n\tTo preclude the possibility of additional failures, check the shoulder dimension of the two (2) Kahr P/N HE-3SFN rod end bearings at the forward ends of the Brantly P/N B2-259-1 and B2-259-2 landing gear drag struts. If the dimension shown in the sketch is less than 0.5 inch, the part must be replaced before further flight with a new bearing, Brantly P/N B2-259-11, or an FAA approved equivalent. \n\n\n\n\t(Brantly Service Bulletin No. 11 covers this subject. NOTE: Service Bulletin No. 11 refers to P/N B2-259-11 as "new type.") \n\n\tThis directive effective May 31, 1961.
2020-05-28: The FAA is superseding Airworthiness Directive (AD) 2019-11-08 for all International Aero Engines, LLC (IAE) PW1133G-JM, PW1133GA-JM, PW1130G-JM, PW1129G-JM, PW1127G-JM, PW1127GA-JM, PW1127G1-JM, PW1124G- JM, PW1124G1-JM, and PW1122G-JM model turbofan engines. AD 2019-11-08 required the removal of the main gearbox (MGB) assembly and electronic engine control (EEC) software and the installation of a part and software version eligible for installation for engines that operate on extended operations (ETOPS) flights. This AD retains the requirements of AD 2019-11-08 and requires replacement of the MGB assembly and EEC software on engines that do not operate on ETOPS flights. This AD was prompted by multiple reports of in-flight engine shutdowns as the result of high-cycle fatigue causing fracture of certain parts of the MGB assembly. The FAA is issuing this AD to address the unsafe condition on these products.
2020-04-21: The FAA is adopting a new airworthiness directive (AD) for certain Bell Helicopter Textron Canada Limited (Bell Canada) Model 429 helicopters. This AD requires inspecting a certain part-numbered curvic coupling for proper engagement and depending on the inspection results, inspecting for play, inspecting the curvic coupling teeth, inspecting the flapping bearing teeth, replacing parts, performing a rigging check, and reporting information. This AD was prompted by a report of disengaged teeth of a curvic coupling due to improper installation. The actions of this AD are intended to address an unsafe condition on these products.
2008-04-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: There has been a reported case of failure of a bracket (P/N 85217732-108) of the over-centering spring assembly inside the translating door of the forward baggage compartment. * * * Failure of the bracket caused the eyebolt at the bottom of the spring assembly to become loose, resulted in damage of the support beam during normal door handle movement. Damage of the support beam, which is dormant, in combination with failure of a doorstop attached to any remaining undamaged support beam will degrade the structural integrity of the door, resulting in possible depressurization or loss of the door. We are issuing this AD to require actions to correct theunsafe condition on these products.
60-17-01: 60-17-01 AERO PRODUCTS: Amdt. 193 Part 507 Federal Register August 19, 1960. Applies to A6441FN-606 Propeller Installed On Lockheed 188 Series Aircraft. Compliance required as indicated. As a result of investigations, it has been determined that the following must be accomplished to minimize the possible occurrence of propeller roughness and/or failures: Not later than November 1, 1960, the thrust member thickness must be determined per Allison Propeller Bulletin 63-127. All blades that do not meet thrust member thickness as prescribed in Allison Propeller Bulletin 63-127 must be removed from service prior to further flight. Concurrently with this inspection all blades shall be classified aerodynamically per Allison Propeller Bulletin 63-125. (Allison telegram to all operators dated May 19, 1960, and Allison Propeller Bulletins Nos. 63-125 and 63-127 cover this same subject.)
82-14-01: 82-14-01 HUGHES: Amendment 39-4402. Applies to the Hughes Model 369 Helicopters with Chadwick C-20 Auxiliary Fuel System installed per Supplemental Type Certification SH129WE. Compliance is required as indicated, to provide early warning of auxiliary fuel transfer pump malfunction and the associated decrease in usable auxiliary fuel. Accomplish the following, unless already accomplished: 1. Within 30 days after the effective date of this AD, install a placard in accordance with Chadwick Service Bulletin 20-81-01 dated October 6, 1981, or FAA approved equivalent limiting usable auxiliary fuel to half the amount in the auxiliary tanks at takeoff. 2. Within 300 hours' time-in-service or 6 months from the effective date of this AD, whichever occurs first, install the C-20-FM Flow Monitoring Kit in accordance with Chadwick Service Bulletin 20-81-01 dated October 6, 1981, or FAA approved equivalent. The placard installed per Item 1 above may be removed, provided the revisedFlight Manual Supplement, Chadwick Auxiliary Fuel System C-20, dated October 21, 1981, is incorporated into the Rotorcraft Flight Manual. 3. Alternate modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 4. Special flight permits may be issued in accordance with Federal Aviation Regulation Part 21, Sections 21.197 and 21.199, to operate each helicopter to a base for the accomplishment of the modification required by this AD. This amendment becomes effective July 30, 1982.
79-02-05: 79-02-05 PIPER AIRCRAFT CORPORATION: Amendment 39-3394. Applies to Model PA-28-161, serial numbers 28-7816002 through 28-7816553, 28-7816554, 28-7816556 through 28-7816564, 28-7816566 through 28-7816597, 28-7816599 through 28-7816607, 28-7816609 through 28-7816634, 28-7816636 through 28-7816643; Model PA- 28R-201T, serial numbers 28R-7803002 through 28R-7803294, 28R-7803296 through 28R-7803308, 28R-7803310, 28R-7803311, 28R-7803315, 28R-7803317 through 28R-7803321, 28R-7803323 through 28R-7803325; and Model PA-28R-201, serial numbers 28R-7837002 through 28R-7837232, 28R-7837234, 28R-7837236, 28R-7837238 through 28R-7837241, 28R-7837243 through 28R-7837245, 28R-7837248 through 28R-7837250, 28R-7837253 through 28R-7837257, 28R-7837260, 28R-7837262 through 28R-7837264, 28R-7837266 through 28R-7837270, 28R-7837272 through 28R-7837275, airplanes certificated in all categories. \n\n\tCompliance is required within the next 25 hours time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent possible fuel flow interruption, accomplish the following: \n\n\t(a)\tRemove the top cowl or open the top left cowl as appropriate. \n\n\t(b)\tRemove the lower cowl attaching hardware on left side only and pull lower cowl outward to gain visual access to the fuel gascolator assembly. \n\n\t(c)\tCheck the gascolator installation to determine if the gascolator is installed with the ports oriented as shown in the accompanying figure. \n\n\t(d)\tIf the gascolator is installed in accordance with the accompanying figure, secure the cowling and make the appropriate maintenance record entry. \n\n\t(e)\tIf the gascolator is not installed in accordance with the accompanying figure, have the following accomplished by a person authorized by FAR 43.3: \n\n\t\t(1)\tRemove lower cowling. \n\n\t\t(2)\tPlace the fuel selector valve in the "OFF" position. \n\n\t\t(3)\tCut safety wire on the gascolator bowl bail. Remove the filter bowl, gasket and screen from the gascolator. Cleanany deposits that may be on the screen and/or the bowl. \n\n\t\t(4)\tCarefully spread the bail wire where it enters the housing until the bail can be removed. \n\n\t\t(5)\tSupporting the fittings in the gascolator housing with an open end wrench, remove the inlet and outlet "B" nuts. It will facilitate the removal and the re-installation of the gascolator assembly if the fuel line is loosened at the electric fuel pump inlet. \n\n\n\n\n\t\t(6)\tOn the PA-28-161 only, disconnect the primer line directly on top of the gascolator housing. \n\n\t\t(7)\tRemove the gascolator assembly from the attaching bracket and turn 180 degrees, positioning as shown in the accompanying figure. \n\n\t\t(8)\tIf the line assembly does not reach the inlet fitting, remove the forward left hand upholstery panel and inspect for, and correct, improper bends. \n\n\t\tCAUTION: Pulling the line into position with the "B" nut may cause damage to the flare. \n\n\t\t(9)\tRe-assemble the gascolator assembly and tighten all fuel line connections. \n\n\t\t(10)\tTurn on the aircraft power and the fuel boost pump and check for any fuel leaks. Correct any discrepancies found. \n\n\t\t(11)\tReinstall the cowling. \n\n\t\t(12)\tMake the appropriate maintenance record entry. \n\n\t(f)\tAn alternate method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tThe checks in this AD may be accomplished by the pilot and appropriate maintenance record entries made in accordance with FAR 91.173. Installation correction must be accomplished by a person authorized by FAR 43.3. \n\n\tNOTE: Piper Service Bulletin 612 dated October 25, 1978, also pertains this subject. \n\n\tThis amendment becomes effective January 29, 1979.
2020-05-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-214, -232, and -271N airplanes, and Model A321-231 airplanes. This AD was prompted by a report of a production line inspection finding of damage on a main landing \n\n((Page 14790)) \n\ngear (MLG) side stay attachment outboard lug. This AD requires an inspection for discrepancies of the MLG side stay attachment outboard lugs, left-hand and right-hand sides, and applicable corrective action, 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.