Results
85-12-07: 85-12-07 FOKKER: Amendment 39-5080. Applies to Model F27 series airplanes, serial numbers 10105 through 10648, 10654, 10658 through 10660, 10662 through 10667 and 10669 through 10672, certificated in all categories. To ensure structural integrity of the rudder tab, accomplish the following, unless already accomplished: A. Conduct a one-time visual inspection of the rudder tab in accordance with Fokker Service Bulletin F27/55-58, dated March 28, 1985, within twenty days after the effective date of this AD. B. If incorrect rivets are found, repair the tab before further flight in accordance with the above service bulletin or in a manner approved by the Manager, Seattle Aircraft Certification Office. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands. These documents also may be examined at FAA Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective June 28, 1985.
2005-13-10: The FAA adopts a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Models 172R, 172S, 182T, T182T, 206H, and T206H airplanes. This AD requires you to inspect any MC01-3A I.C. 9 or MC01-3A I.C. 10 main electrical power junction box circuit breakers for correct amperage (amp) (a correct 40-amp circuit breaker) and replace any incorrect amp circuit breaker with the correct 40-amp circuit breaker. This AD results from several reports of circuit breakers that are not the correct 40-amp circuit breaker installed in the MC01-3A main electrical power junction box. We are issuing this AD to replace any incorrect circuit breaker installed in the MC01-3A I.C. 9 or MC01-3A I.C. 10 main electrical power junction box, which could result in premature tripping of the power junction box main feeder circuit breakers and could lead to partial or complete loss of all electrical power on the airplane. This condition could lead to the loss of all navigation and communication equipment and lighting in the cockpit.
2005-13-09: The FAA adopts a new airworthiness directive (AD) for certain GROB-WERKE Model G120A airplanes. This AD requires you to replace the main landing gear (MLG) up-lock hook assembly. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent the MLG from becoming jammed and not extending, which could result in loss of control of the airplane during landing. During the comment period for the notice of proposed rulemaking (NPRM) regarding this action, we received a comment recommending the incorporation of service information to install connecting bolts secured with cotter pins instead of connecting bolts secured with snap rings. All U.S.- registered airplanes currently have these actions incorporated so these actions do not impose an additional burden over that proposed in the NPRM and prior public comment is not necessary. However, we are reopening the comment period to allow the public the chance to comment on these additional actions.
62-19-03: 62-19-03 PIPER: Amdt. 478 Part 507 Federal Register August 23, 1962. Applies to All Model PA-28 Aircraft, Serial Numbers 28-1 to 28-314 Inclusive, 28-317 to 28-326 Inclusive, 28- 328 to 28-331 Inclusive, 28-333 to 28-341 Inclusive, 28-343, 28-345 to 28-348 Inclusive, 28- 351, 28-352, 28-356, 28-359, and 28-365. Compliance required as indicated. There has been inflight failure of the propeller attach bolts due to under-torquing of the bolts. In order to preclude the loss of the propeller due to the failure of the bolts, the following is required: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, remove the propeller spinner and remove each propeller attach bolt. (b) Inspect for cracks in the bolt in the area of the threads using magnetic particle or FAA-approved equivalent inspection method in conjunction with a 5-power or higher magnifying glass. Inspect the grip shank for brinelled surfaces with a5-power or higher magnifying glass. (c) If cracks are found or if the bolt is brinelled on the grip shank, replace with new bolts, AN 76-41S. Torque to 300 inch-pounds. (d) If cracks are not found, reinstall the bolts and torque to 300 inch-pounds. (e) In lieu of the inspection requirement of (b), new bolts, AN 76-41S, may be installed and torqued to 300 inch-pounds. (Piper Service Bulletin No. 209, dated April 17, 1962, covers this same subject.) This directive effective August 28, 1962.
2018-07-07: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FAN JET FALCON, FAN JET FALCON SERIES D, E, F, and G airplanes; and certain Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes. This AD was prompted by reports of the collapse of the main landing gear (MLG) on touchdown. This AD requires an electrical modification of the landing gear sequence logic. We are issuing this AD to address the unsafe condition on these products.
86-07-11: 86-07-11 BOEING: Amendment 39-5285. Applies to Boeing Model 757 airplanes, line numbers 1 through 90, certificated in any category. Compliance is required within 30 days after the effective date of this amendment. To ensure proper door opening, accomplish the following, unless already accomplished: \n\n\tA.\tInspect the left and right side Number 1, 2, and 4 passenger doors to verify proper engagement of the upper pinch bolt, and reinstall, if necessary, in accordance with Boeing Service Bulletin 757-52A0019, dated February 27, 1986, or later FAA-approved revisions. \n\n\tB.\tAlternate means of compliance or adjustment of compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this AD who have not already received copies of the service bulletin cited herein may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective April 28, 1986.
62-17-04: 62-17-04 EDO: Amendment 473 Part 507 Federal Register August 4, 1962. Applies to Model 249A2870 (A Model Only) Float Installations, Float Serial Numbers 1 to 280, Installed on Cessna Model 180 Series Per STC SA1-622 and Cessna Model 185 Seaplanes. Compliance required within the next 5 hours' time in service after the effective date of this AD, unless already accomplished. Longitudinal cracks have been found on Edo streamlined struts P/N 6061T6, in the area near the 30 and 60 percent chord sections. To preclude operations with defective struts accomplish the following: Visually inspect each side of the full length of the attachment strut, P/N 6061T6, for longitudinal cracks. Replace cracked struts prior to further flight. NOTE: Report the details on any defective struts found to the FAA Engineering and Manufacturing Branch, ATTN: EA-212, Hangar 18, Room 210, New York International Airport, Jamaica 30, New York. (Edo telegram of July 7, and Edo letter ofJuly 9, 1962, cover the same subject.) This directive effective August 14, 1962.
84-23-05: 84-23-05 BOEING: Amendment 39-4949. Applies to Boeing Model 737 series airplanes, certificated in all categories, listed in Boeing Service Bulletin 737-55A1029, Revision 3. To ensure continued structural integrity of the horizontal stabilizer, accomplish the following, unless previously accomplished: \n\n\tA.\tInspect the rear spar horizontal stabilizer attach lugs for cracks in accordance with instructions in Boeing Service Bulletin 737-55A1029, Revision 3, or later FAA approved revision, upon the accumulation of the threshold number of landings specified in Table I of the service bulletin or within 200 landings after the effective date of this AD, whichever occurs later. Repeat these inspections at intervals not exceeding those specified in Table I of the service bulletin. \n\n\tB.\tCracked parts must be replaced or repaired in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region before further flight. \n\n\tC.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197 and 21.199 with prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tFor purposes of complying with the AD, subject to the acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tE.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tUpon request by the operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection interval in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis supersedes Amendment 39-4122 (46 FR 28147; May 26, 1981), AD 81-11-07. \n\tThis Amendment 39-4949 becomes effective December 15, 1984.
62-13-01: 62-13-01 ANDREA RADIO CORPORATION: Amdt. 447. Part 507 Federal Register June 1, 1962. Applies to All Aircraft Equipped With Intercommunication Sets Models AN/AIC-10A and AN/AIC-18(A-81), Except Those With Control Panel Serial Number 332 and Subsequent. Compliance required as indicated. Within the next 200 hours' time in service after the effective date of this airworthiness directive unless already accomplished, modify Model AN/AIC-18(A-81) in accordance with Andrea Radio Corporation Field Modification C41-5115 and Model AN/AIC-10A in accordance with Andrea Radio Corporation Field Modification C41-5116, so that the adjustable attenuation range does not exceed 10 decibels. When the modification has been completed add marking "MOD" adjacent to the TSO-C50 label. Within the next 10 hours' time in service after the effective date of this airworthiness directive unless already accomplished, as an interim procedure pending modification, install a placard requiring that the master level control on the isolation amplifier be full "ON" at any time range problems are being worked. (Andrea Radio Corporation Field Modification C41-5115 for AN/AIC-18(A-81) and C41-5116 for the AN/AIC-10A, both dated April 5, 1962, cover this same subject.) This directive effective June 1, 1962.
62-10-03: 62-10-03 PIPER: Amdt. 431 Part 507 Federal Register April 26, 1962. Applies to Models PA-24 and PA-24 "250" Aircraft, Serial Numbers 24-1 through 24-2264. Compliance required within the next 50 hours' time in service after the effective date of this AD. Inspect the aileron counterweight bays on both wings for the presence of Rubatex blocks. If any of these blocks, whether loose or attached, are found they must be removed from the aircraft in order to prevent possible restriction of aileron travel. (Piper Service Letter No. 364A, dated March 14, 1962, pertains to this subject.) This directive effective April 26, 1962.
2005-13-04: The FAA is adopting a new airworthiness directive (AD) for certain Avcraft Dornier Model 328-100 and -300 airplanes. This AD requires a pressure test and detailed inspection of each fuselage drain line to determine if there is a blockage, and related investigative/ corrective actions if necessary. This AD is prompted by a report of leakage at one of the drain lines in the fuselage. We are issuing this AD to prevent blockage within the drain lines, causing fluids to collect. These fluids may freeze and expand, damaging the drain lines, and allowing fuel to leak into the cabin and fuel vapors to come into contact with ignition sources, which could result in consequent fire in the cabin.
88-14-05: 88-14-05 HOFFMANN AIRCRAFT GES.M.B.H.: Amendment 39-5930. Applies to model H36 Dimona motor gliders certificated in any category. Compliance is required as indicated unless already accomplished. To prevent failure of the rod end bearing on the front horizontal tail surface mount, accomplish the following: (a) Within the next ten hours time in service after the effective date of this AD, visually inspect the rod end bearing on the front horizontal tail surface mount using a 5 power or greater magnifying glass for cracks in the area of the threaded shank, in accordance with inspection requirements of paragraph 1 of the Actions section of Hoffmann Aircraft Ges.m.b.h. Service Bulletin (SB) No. 15/2, dated January 20, 1987. (b) Before further flight, replace cracked rod end bearings (SMXCP 10 M) with a modified rod end bearing, Hirschmann "SMXC 10 special design", in accordance with Work Instruction No. 7, contained in Hoffmann Aircraft Ges.m.b.h. SB No. 15/2, datedJanuary 20, 1987. (c) Within 50 flight hours after accomplishment of inspection per paragraph (a) of this AD, or prior to August 1, 1988, whichever comes first, replace any rod end bearing (SMXCP 10 M) not replaced in accordance with paragraph (b), in accordance with Work Instruction No. 7, contained in Hoffmann Aircraft Ges.m.b.H. SB No. 15/2, dated January 20, 1987. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 rue de la Loi B-1040 Brussels, Belgium; telephone No. 513.38.30, Ext. 2710; or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791- 6680. (e) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Hoffmann Aircraft SB No. 15/2, dated January 20, 1987, identified and described in this document, is 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 this document from the manufacturer may obtain copies upon request to Hoffmann Aircraft, Ges.m.b.H., Richard Neutra Gasse 5, A-1214, Vienna, Austria. This document may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket 88-ANE-20, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5930, becomes effective July 13, 1988.
62-08-02: 62-08-02 AERO COMMANDER: Amdt. 418 Part 507 Federal Register April 11, 1962. Applies to Models 520 and 560 Aircraft With Serial Numbers 1 Through 230. Compliance required within the next 25 hours' time in service after the effective date of this directive. As a result of reported cases of fluid line chafing in the wing trailing edge area and fuel leakage in the aft fuselage and electronic equipment area, the following corrective action is required: (a) Replace the fuel system aluminum drain tubing with flexible hose assemblies in accordance with Aero Commander Service Bulletin No. 77 dated March 16, 1962, or FAA approved equivalent. (b) Modify the wing trailing edge between wing Stations 24.00 and 59.00 in accordance with Aero Commander Service Bulletin No. 79 dated March 16, 1962, or FAA approved equivalent. This directive effective April 11, 1962.
87-03-11: 87-03-11 SOCATA Groupe AEROSPATIALE: Amendment 39-5575. Applies to Models TB 10, TB 20, and TB 21 (Serial Numbers (S/N) 1 through 709) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent loose stabilator rod ends that may result in loss of pitch control, accomplish the following: (a) Prior to further flight, and each 100 hours time-in-service (TIS) thereafter until repaired or replaced with a modified stabilator actuator rod assembly, inspect the stabilator actuator rod ends and rivets for relative motion as described in paragraph A of SOCATA TB Aircraft S/B No. 29 dated October 1986. If there is any detectable play in any axis, loose or working rivets, prior to further flight, accomplish the actions in paragraphs (i) or (ii) below: (i) Repair the stabilator actuator rod assembly Part Number (P/N) TB 10.27.000.024 and replace the rivets with threaded fasteners as described in paragraphB of SOCATA TB Aircraft S/B No. 29 dated October 1986; or (ii) Replace the existing riveted stabilator actuator rod assembly P/N TB 10.27.000.024 with actuator rod assembly P/N TB 10.27.000.026, modified with the threaded fasteners as described in paragraph B of SOCATA TB Aircraft S/B No. 29 dated October 1986. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Brussels Aircraft Certification Office, FAA, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium; Telephone 513.38.30. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to SOCATA Groupe AEROSPATIALE, B.P. 38, 65001-Tarbes, France; Telephone 62.93.97.30; or Product Support Deputy Manager, U.S., Mr. Bernard M. Veyssiere, 12605 Woodygrove Drive, St. Louis, Missouri 63146; Telephone (314) 469-7490; or may examine the document(s) referred to herein at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 11, 1987, to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 2, 1987, and is identified as AD 87-03-11.
50-34-01: 50-34-01 KOPPERS: Applies to All Aircraft Equipped With Model F200 "Aeromatic" Propellers (Does Not Apply to "Aeromatic Model 220 Propellers"). Compliance required in all cases no later than April 1, 1952. 1. Universal (Stinson) Models 108-2 and 108-3 aircraft: Compliance required no later than first 200 hours of propeller operation. 2. Universal (Stinson) Models 108 and 108-1 aircraft: Compliance required no later than first 400 hours of propeller operation. 3. If the total propeller operation time is unknown, or if a reasonably accurate estimate of total time cannot be made, compliance is required not later than the next 50 hours of operation. (Except for Universal (Stinson) Series aircraft, compliance is required by not later than the next 50 hours of operation if the total operation time as of August 29, 1949, exceeds 500 hours.) Blade retaining flanges, P/N 3277 must be replaced with P/N 3277-1. When this change is accomplished a "-1" (dash one) is tobe suffixed to the propeller assembly number on the nameplate to indicate compliance. Koppers Service Bulletin No. 24 covers this same subject. Universal (Stinson) Models 108-2 and 108-3 only: (Compliance required by May 16, 1949). To avoid the possibility of crankshaft or propeller failures resulting from excessive torsional vibration in the 2,700 to 2,800 r.p.m. range, all engine operation must be restricted to 2,650 r.p.m. maximum and propeller readjusted in accordance with Koppers Service Bulletin No. 22. As a further safety measure it is required that propellers which have accumulated any operating time in the 2,650 to 2,800 r.p.m. range be equipped with new blade retainer flanges P/N 3277-1. (Koppers Service Bulletin No. 23-E covers this same subject.) This supersedes AD 49-42-01, for the purpose of clarifying the date of compliance.
2018-06-04: We are superseding Airworthiness Directive (AD) 2004-03-07, which applied to certain Airbus Model A320-111, -211, -212, and -231 series airplanes. AD 2004-03-07 required repetitive inspections for fatigue cracking around the fasteners attaching the pressure panel to the flexible bracket at a certain frame (FR), adjacent to the longitudinal beams on the left and right sides of the airplane; and repair as necessary. This new AD retains certain requirements of AD 2004-03-07, expands the applicability, and requires an inspection of the fastener holes on the pressure panel and modification or repair as applicable. This AD was prompted by fatigue tests which revealed cracking around the fasteners attaching the pressure panel to the flexible bracket, and by the discovery of additional cracks under the longitudinal beams at locations that are not included in the inspection area required by AD 2004-03-07. We are issuing this AD to address the unsafe condition on these products.
84-19-03 R1: 84-19-03 R1 AVCO LYCOMING: Amendment 39-4907 as amended by Amendment 39-4921. Applies to Avco Lycoming model TIO-540-V2AD engines Serial Numbers L-8620-61A and below and model LTIO-540- V2AD Serial Numbers L-2820-68A and below, having P/N LW-18852 cylinder assemblies. These engines are installed in Piper PA-31P-350 "Mojave" aircraft. Compliance is required as indicated, unless already accomplished. Cracks have occurred in the area of the intake valve seat of the cylinder head in the above engine models. To prevent possible failure of the engine cylinder assembly, P/N LW-18852, accomplish the following: (a) Within the next 50 hours of time-in-service after the effective date of this AD, or prior to accumulating 550 hours time-in-service, whichever occurs later, replace all P/N LW-18852 cylinder assemblies with P/N LW-19281 cylinder assemblies which are included in kit P/N LW-19297-S. Cylinder part number identification is located on the cylinder head casting in the rockerbox area. (b) In accordance with FAR 21.197 and 21.199, the aircraft may be flown to a location where the inspections or alterations required by this AD can be performed. (c) An equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office. Amendment 39-4907 becomes effective on September 20, 1984. This Amendment 39-4921 becomes effective on September 20, 1984.
48-51-01: 48-51-01 BEECH: Applies to AT-11, C18S, D17S Airplanes Equipped With Beech Half-Circle Type Control Wheels. To be accomplished as soon as possible, but not later than March 1, 1949. To preclude the possibility of failure of the control column wheel shaft due to too great a counterbore depth in the shaft, the following inspection should be accomplished: (Bow-tie type control wheels attached to the control shaft by three bolts through a flange on the shaft are satisfactory and need not be inspected). (1) Drill a 3/8-inch hole in the center of the hub of the control wheels. Do not allow the drill to go more than 1 inch into the hub or the pin securing the wheel will be damaged. (2) Place a narrow scale or straight wire through the 3/8-inch hole and obtain the distance from the bottom of the counterbore (not the peak of the counterbore cone) to the face of the hub. (3) Insert a small hook scale or bent wire in the hole and obtain the distance from the end of the shaft to the face of the hub. (4) Subtract the distance obtained in step No. 3 from the distance obtained in step No. 2 to obtain the depth of the counterbore in the end of the shaft. If this distance is over 1 7/16 inches, the shaft must be replaced. All shafts having a counterbore less than 1 7/16 inches deep are satisfactory. (Beech Service Bulletin No. C-18-9 dated November 22, 1948, covers this same subject.)
62-08-01: 62-08-01 AERO COMMANDER: Amdt. 415 Part 507 Federal Register April 10, 1962. Applies to All Models With Serial Numbers 1 Through 1170, Except Serial Numbers 1133, 1153, 1156, 1162, Models 720, and Pressurized Versions of Model 680F. Compliance required within the next 25 hours' time in service after the effective date of this directive. It has been found that fuel and fuel fumes are released within the cockpit area behind the instrument panel, through the fuel pressure gage case vent as a result of gage diaphragm rupture. Accordingly, a fuel drain line shall be installed leading from the fuel pressure gage vent connection and routed overboard through the belly of the aircraft in accordance with Aero Commander Service Bulletin No. 78 dated March 16, 1962, or an FAA approved equivalent. This directive effective April 10, 1962.
2018-06-03: We are superseding Airworthiness Directive (AD) 2009-18-16, which applied to certain Airbus Model A310-203, -204, -221, -222, -304, -322, -324, and -325 airplanes. AD 2009-18-16 required an inspection for cracking of certain fastener holes on certain frames, and related investigative and corrective actions if necessary; and modification of certain fastener holes. This new AD reduces the compliance times. This AD was prompted by the identification of a structural modification that falls within the scope of the work related to the extension of the service life of the affected airplanes and widespread fatigue damage evaluations. We are issuing this AD to address the unsafe condition on these products.
87-15-09: 87-15-09 AIRBUS INDUSTRIE: Amendment 39-5685. Applies to all Model A300 B2 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the wing front spar, accomplish the following: A. Within the next 100 landings after the effective date of this AD, or prior to the accumulation of 8,000 landings, whichever occurs later, visually inspect the wing front spar webs in accordance with paragraph 2B of Airbus Industrie All Operators Telex AOT/57/87/02, Issue 2, dated April 22, 1987. B. Within the next 300 landings after the effective date of this AD, or prior to the accumulation of 8,000 landings, whichever occurs later, perform an ultrasonic inspection in accordance with paragraph 2C of Airbus Industrie All Operators Telex AOT/57/87/02, Issue 2, dated April 22, 1987. C. If cracks are found as a result of the inspections required by paragraph A. or B., above, repair prior to further flight in accordance with Airbus Industrie All Operators Telex AOT/57/87/02, Issue 2, dated April 22, 1987. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer, may obtain copies upon request to Airbus Industrie, Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5685, becomeseffective on August 10, 1987.
98-23-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes, that requires modification of the emergency evacuation slide/raft system. 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 the container release cable of the emergency evacuation slide/raft system from jamming, which could result in the inability to open the emergency exit doors or to correctly deploy the emergency evacuation slide/rafts, and consequent delay or impedance of passengers exiting the airplane during an emergency.
62-02-06: 62-02-06 PIPER: Amdt. 387 Part 507 Federal Register January 18, 1962. Applies to Model PA-25 Aircraft, Serial Numbers 25-1 to 25-619 Inclusive, 25-622, 25-623, 25-625, and 25-626. Compliance required as indicated. As a result of inspections performed on the aluminum front spar wing-to-fuselage attachment fittings, Piper P/N's 61111-00 and 61111-01, it has been determined that the following action is necessary. Within the next 25 hours' time in service after the effective date of this AD, but not later than February 15, 1962, unless already accomplished, replace the aluminum front spar wing-to-fuselage attachment fittings, Piper P/N's 61111-00 and 61111-01, with steel forgings, Piper P/N's 60113-00 and 60113-01, or equivalent parts approved by the FAA Eastern Region, Engineering and Manufacturing Branch. The steel forgings have 1/8 inch raised digits "60112" or "60112-1" on the parts. The replacement shall be accomplished in accordance with Piper Service BulletinNo. 206, dated August 24, 1961, or FAA approved equivalent. (Piper Service Bulletin No. 206, dated August 24, 1961, pertains to this subject.) This supersedes AD 61-13-02. This directive effective January 18, 1962.
2018-05-09: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C, AS332C1, AS332L, and AS332L1 helicopters. This AD requires inspecting the tail rotor (T/R) flapping hinge link (hinge) and reporting the results. This AD is prompted by a report of a damaged flapping hinge link. The actions of this AD are intended to prevent an unsafe condition on these products.
85-15-05: 85-15-05 SIKORSKY AIRCRAFT: Letter issued July 23, 1985. Applies to Model S- 61L, N, and NM series helicopters, certificated in any category, that are equipped with main rotor horn eyebolt, P/N S6112-23072-101, or eyebolt assembly, P/N S6112-23072-041. Compliance is required as indicated. For helicopters with main rotor horn eyebolt or eyebolt assembly with more than 6,800 hours time in service upon receipt of this AD, compliance is required prior to further flight, unless already accomplished, and thereafter at intervals not to exceed 6,800 hours time in service. For helicopters with main rotor horn eyebolt or eyebolt assembly with 6,800 or less hours time in service upon receipt of this AD, compliance is required prior to the accumulation of 6,800 hours time in service, unless already accomplished, and thereafter at intervals not to exceed 6,800 hours time in service. To prevent possible failure of the main rotor horn eyebolt or eyebolt assembly, accomplishthe following: (A) Remove and replace the main rotor horn eyebolt or eyebolt assembly with a new or airworthy part of the same part number that has less than 6,800 hours time in service, in accordance with Sikorsky S-61L Maintenance Manual 4045-101, Section 65-12-10, dated March 15, 1973, or S-61N Maintenance Manual 4045-80, Section 65-12-10, dated November 15, 1972. (B) Special flight permits not to exceed 6 flight hours may be issued in accordance with FAR Sections 21.197 and 21.199 to operate helicopters to a base for replacement of the main rotor horn eyebolt or eyebolt assembly as required by this AD. (C) Alternate repairs, modifications, or other means of compliance with the AD which provide an equivalent level of safety must be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region, 12 New England Executive Park,Burlington, Massachusetts 01803. This airworthiness directive becomes effective upon receipt.