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81-03-01: 81-03-01 MESSERSCHMITT-BOLKOW-BLOHM GMBH: Amendment 39-4033. Applies to Model BO-105 series helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the helicopter drive system, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, for all installed Bendix drive shafts, P/N 19E146-1 (all modification indices), hereinafter referred to as drive shaft, inspect all nutplates for selflocking capability in accordance with Action No. 1 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of Messerschmitt-Bolkow-Blohm GmbH Alert Service Bulletin AB-19, dated March 7, 1980 (hereinafter referred to as the service bulletin), or an FAA-approved equivalent. (b) If as a result of the inspection required in paragraph (a) of this AD, all selflocking nutplates are found to have the proper selflocking capability - (1) Identify the drive shaft in accordance with Action No. 1, Item (6) of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA- approved equivalent; and (2) Return the drive shaft to service in accordance with Action No. 1, Item (6), and Action No. 2 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent. (c) If as a result of the inspection required in paragraph (a) of this AD, one or more selflocking nutplates are found to be defective, before further flight - (1) Remove the drive shaft from service and replace the defective shaft with a serviceable or new shaft which has new selflocking nutplates, P/N LN 29679AM9 installed, or have been marked with a blue dot, in accordance with Action No. 3 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent; or (2) Comply with paragraph (d) of this AD. (d) If as a result of the inspection required in paragraph (a) of this AD on an installed drive shaft, one or more nutplates are found to have inadequate selflocking capability, the helicopter may be continued in service provided - (1) Drive shaft tab washers, P/N LN 9023-B8-1.4544.9, are installed in lieu of the standard washer in accordance with Action No. 4 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent; and (2) Paragraph (c)(2) of this AD must be accomplished before the accumulation of an additional 300 hours time in service. (e) For all drive shafts held as spares, before release to service, inspect the selflocking nutplate for proper selflocking capability in accordance with Action No. 2 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service Bulletin, or an FAA- approved equivalent. (f) Helicopters may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the inspections and repairs required by this AD may be performed. (g) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. (h) Report defects found to the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) NOTE: Messerschmitt-Bolkow-Blohm Gmbh telegraphic message to all operators, dated March 7, 1980, refers to the same subject. This amendment becomes effective January 29, 1981, as to all persons except those persons to whom it was immediately effective by telegraphic AD T80EU23, issued May 8, 1980, which contained this amendment.
2016-13-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767 airplanes. This AD was prompted by a determination that certain splice plate locations of the aft pressure bulkhead web are hidden and cannot be inspected using existing manufacturer service information. This AD requires repetitive open-hole high frequency eddy current (HFEC) inspections for cracking of the aft pressure bulkhead web. We are issuing this AD to detect and correct cracking in the aft pressure bulkhead web, which could result in rapid airplane decompression and loss of structural integrity.
2010-20-04: 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: Extension of airbrakes above 360 KIAS [knots indicated air speed]/0.79 Mi [Mach indicated] results in aerodynamic driven vibration of the airbrake which, if not limited per Revision 14 to the AFM [airplane flight manual], can lead to high cycle fatigue failure of the airbrake in-board hinge. The unsafe condition is high cycle fatigue of the airbrake in-board hinge, which can result in loss of the airbrake, which in turn can lead to reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
81-06-04: 81-06-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39-4064. Applies to Model SE313, SA315, SA316, SA318, and SA319 series helicopters, certificated in all categories, that do not have Aerospatiale Modification No. AM 2195 incorporated. Compliance required as indicated. To detect and prevent possible fatigue cracks and failures of the forward transmission deck support and the flight control bellcrank support accomplish the following, unless already accomplished: (a) For helicopters which on the effective date of this AD, have 375 or more hours' time in service since new or since last overhaul, inspect in accordance with paragraph (c) of this AD, within the next 25 hours' time in service. (b) For those helicopters which on the effective date of this AD, have less than 375 hours' time in service since new or overhaul, inspect in accordance with paragraph (c) of this AD before the accumulation of 400 hours' time in service. (c) Visually inspect forcracks and deformation on the lower side of transmission deck stringer, and using the dye penetrant method, inspect for cracks in the inner bending radius of the stringer in accordance with the applicable Aerospatiale Service Bulletin Number 05.17 or Number 05.69 each dated December 15, 1980, or an FAA approved equivalent. (d) If no cracks are found as the result of the inspection required in paragraphs (a), (b), (d), or (e) of this AD: (1) Before further flight install two additional clamps P/N 55212.280BGZ, unless already accomplished, in accordance with Aerospatiale SA315 Service Bulletin Number 53.02 revised June 12, 1978, for Model SA315 and Service Bulletin 53.32, revised June 12, 1978, for all other models, or FAA approved equivalent, and return the aircraft to service. (2) Repeat the inspections required by paragraph (c) of this AD at intervals not to exceed 400 hours' time in service since the last inspection, or comply with paragraph (f) of this AD. (e)If deformation or cracks are found as a result of the inspection required in paragraphs (a), (b), (d), or (e) of this AD, before further flight: (1) Replace the Z stringer with a serviceable stringer of the same part number and install clamps specified in subparagraph (d)(1) of this AD unless already installed, or (2) Replace the transmission deck, install clamps specified in subparagraph (d)(1) of this AD unless already installed, and repeat the inspections required by paragraph (c) of this AD at intervals not to exceed 400 hours' time in service since the last inspection, or (3) Comply with paragraph (f) of this AD. (f) The repetitive inspections required in paragraphs (d) and (e) of this AD may be discontinued when the helicopter is modified in accordance with AM 2195 or Supplemental Type Certificate (STC) No. SH4266SW. NOTE: MODIFICATION AM 2195 is the subject of Aerospatiale Service Bulletin Numbers 53.05 for the Model SA315, Number 53.35 for the models SE313 and SA318, Number 53.36 for the models SA316 and SA319, all dated December 30, 1980. STC SH4266SW provides for use of alternate parts. (g) In accordance with FAR 21.197, flight is permitted to a base where the inspection and repairs required by this AD may be accomplished, provided satisfactory operation of the flight control system has been established prior to the flight. (h) The Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, may approve equivalent methods of repair or modifications when the request is submitted through an FAA maintenance inspector and contains adequate supporting data. This amendment becomes effective March 20, 1981.
83-05-07: 83-05-07 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39-4583. Applies to Models P68 and P68B (Serial Nos. 1 through 182, excluding Serial Nos. 74, 89, 133, 142, 155, 163, and 171) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent possible failure of the engine oil cooler left-hand elbow fittings and oil cooler hoses, within the next 50 hours time-in-service on airplanes having 500 or more hours time-in-service on the effective date of this AD or prior to 550 hours time-in-service on airplanes having less than 500 hours time-in-service on the effective date of this AD, accomplish the following: (a) Replace the engine oil cooler left-hand elbow fitting in accordance with steps one through nine of the INSTRUCTIONS FOR REPLACEMENT section of Partenavia Costruzioni Aeronautiche S.p.A. SB No. 45, R.A.I. approved July 9, 1979. (b) Visually inspect the oil cooler hoses for chafing or damage, andprior to further flight, replace any unairworthy hoses. (c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, Federal Aviation Administration, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on March 17, 1983.
2016-11-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Rolls-Royce Model RB211-Trent 800 engines. This AD was prompted by reports of thrust reverser (T/R) events related to thermal damage of the T/R inner wall. Depending on the airplane configuration, this AD requires a records review and applicable repetitive inspections, replacements, and installations of the T/R inner wall; and related investigative and corrective actions if necessary. This AD also requires installation of serviceable T/R halves, which would terminate the repetitive actions. This AD also requires revising the inspection or maintenance program by incorporating new airworthiness limitations. We are issuing this AD to detect and correct a degraded T/R inner wall panel. A degraded T/R inner wall panel could lead to failure of the T/R and adjacent components and their consequent separation from the airplane, which could result in arejected takeoff (RTO) and cause asymmetric thrust and consequent loss of control of the airplane during reverse thrust operation. If a T/R inner wall overheats, separated components could cause structural damage to the airplane, damage to other airplanes, or possible injury to people on the ground.
83-06-07: 83-06-07 WYTWORNIA SPRZETU KOMUNIKACYJNEGO, PZL-MIELEC: Amendment 39-4594. Applies to Model PZL M18 (all Serial Numbers through 1Z007-25) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent loss of primary flight control about the yaw axis, accomplish the following: a) Before the first flight of each day, visually check the rudder skin for cracks along the trailing edge. This check may be performed by the pilot. 1) If no cracks are found the airplane may be placed in service. 2) If cracks are found prior to further flight conduct the inspections of paragraph b). b) Within 25 hours time-in-service after the effective date of this Airworthiness Directive (AD) and at 50 hours time-in-service intervals thereafter, using a 5-power magnifying glass inspect the rudder on both sides in the upper hinge area and along the trailing edge. 1) If no cracks are detected, return the aircraft to service. 2) If cracks are detected, remove the rudder and accomplish repairs as prescribed in paragraph III of Bulletin R/028/81. c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) Aircraft may be flown in accordance with FAR 21.197 to a location where this Airworthiness Directive (AD) can be accomplished. e) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 4, 1983.
62-14-03: 62-14-03 HUGHES: Amdt. 455 Part 507 Federal Register June 21, 1962. Applies to Model 269A helicopter Serial Numbers 0011 to 0059 Inclusive. Compliance required as indicated. (a) To prevent failure of the tail rotor blade, within the next 10 hours' time in service after the effective date of this AD, and each day thereafter, conduct a visual inspection of the tip of the Hughes P/N 269A6124 tail rotor blade for separation of the rib and the blade skin. This will appear as a crack in the bond line between the blade tip rib and the blade skin. (b) If no separation is detected, the tail rotor blades may continue to be used in service for the remainder of their service life subject to the inspection specified in paragraph (a). (c) If separation is detected, remove the tail rotor assembly and replace prior to further flight with an assembly incorporating tail rotor blades P/N 269A6124 Change E or later. After installation of P/N 269A6124 Change E or later, the normal inspection procedures may be followed. (Hughes Tool Company, Aircraft Division, Hughes-O-Gram to operators dated May 2, 1962, covers the same subject.) This directive effective June 26, 1962.
2016-11-05: We are superseding Airworthiness Directive (AD) 99-16-01 for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 99-16-01 required repetitive inspections of certain bolt holes where parts of the main landing gear (MLG) are attached to the wing rear spar, and repair if necessary. Since we issued AD 99-16-01, we have determined that the risk of cracking in the wing rear spar is higher than initially determined. This new AD adds airplanes to the applicability, reduces the compliance times and repetitive intervals for the inspections, and changes the inspection procedures. This AD was prompted by a determination that the risk of cracking in the wing rear spar is higher than initially determined. We are issuing this AD to detect and correct cracking of the rear spar of the wing, which could result in reduced structural integrity of the airplane.
2010-16-10: 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: A potential fleet wide problem has been identified regarding the interchanging of wing links on all BAe 146 & AVRO 146-RJ aircraft during scheduled maintenance. Some operators erroneously believed that these parts were interchangeable. The effects of changing winglinks has resulted in either a shorter or longer wing link being fitted, which introduces local stresses in the wing top and bottom surfaces local to rib 2, wing links and wing link fitting attachment and the fuselage local to Frames 26 and 29. This condition, if not corrected, could result in a reduction of structural integrity of the fuselage/wing attachment with possible catastrophic consequences. * * * * * The unsafe condition could result in loss of a wing or controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.