Results
2001-24-07: This amendment supersedes an existing airworthiness directive (AD) that applies to Agusta S.p.A. (Agusta) Model A109C, A109E, and A109K2 helicopters and currently requires inspecting the main rotor blade (blade) tip cap for bonding separation and a crack. This amendment contains the same requirements as the existing AD but also requires a tap inspection of the tip cap for bonding separation in the blade bond area and a dye penetrant inspection of the tip cap leading edge along the welded joint line of the upper and lower tip cap skin shells for a crack. This amendment is prompted by three occurrences in which the blade tip cap leading edge opened in flight due to cracks, resulting in excessive helicopter vibration. The actions specified by this AD are intended to prevent failure of a blade tip cap, excessive vibration, and subsequent loss of control of the helicopter.
2020-02-17: The FAA is adopting a new airworthiness directive (AD) for certain Sikorsky Aircraft Corporation (Sikorsky) Model S-70, S-70A, S- 70C, S-70C(M), and S-70C(M1) helicopters. This AD was prompted by four incidents of disbonding between the tail rotor (T/R) blade pitch horn and the torque tube. This AD requires recurring visual and tap inspections of the T/R blade, and depending on the outcome, replacing the T/R blade. The FAA is issuing this AD to address the unsafe condition on these products.
2019-10-01: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2A12 (601) airplanes. This AD was prompted by a report of damage to the anti-rotation tab on a main landing gear (MLG) side brace fitting due to the installation of an incorrect side brace fitting shaft. This AD requires an inspection of the MLG side brace fitting for damage, a verification of the side brace fitting shaft part number, and replacement of the side brace fitting shaft if necessary. It also requires the installation of an anti- rotation bracket. We are issuing this AD to address the unsafe condition on these products.
58-11-03: 58-11-03 LOCKHEED: Applies to All Models 18 Series and PV-1 Aircraft. Compliance required as soon as possible, but not later than December 1, 1958. Numerous reports have been received of cracks occurring at the base of the rudder cable attachment tangs, on rudder control quadrant, Lockheed P/N 53026. There is evidence that excessive clearance may exist between the tangs and the rudder cable attach fittings which permits a bending load to be applied at the base of the tangs, when the AN 5 attach bolts are tightened. P/N 53026 should be inspected by means of a dye penetrant or equivalent inspection means in the areas noted above. If cracks are found, the parts must be replaced. Furthermore, the means of attaching the rudder cables to the quadrant must be modified to preclude over-loading the attach tangs and subsequent occurrence of cracks due to the tightening of the attach bolts. Two acceptable means of accomplishing the modification are noted below: 1. Replace both the AN 5 bolts with AN 4-12A bolts, AN 365 nuts and AN 960-516 washers, under the head and nut in conjunction with a 5/16 x 0.032-inch wall cadmium plated steel spacer 1-inch long as a sleeve. The length of the sleeve may protrude past the thickness of the washers a maximum of 1/16-inch or a minimum of 0.003 inch so that when tightened, the nut will bottom against the spacer and not on the washers. NOTE: To compensate for machining tolerances and casting variation, additional washers or various length sleeves may be used to obtain the proper sleeve exposure. 2. Replace the AN 5 bolts with AN 25-20 clevis bolts, AN 516 washers, AN 320-5 nuts and AN 380-2-3 cotter pins. NOTE: If more than 1/16-inch of bolt grip is exposed after installing the nut and washer, due to machining tolerances and casting variation, place additional washers under the head of the bolt to reduce the grip exposure to a minimum of 0.003-inch. (Lockheed Service Bulletin No. 18/SB-150 covers this same subject.)
80-15-07: 80-15-07 SHORT BROTHERS LIMITED: Amendment 39-3846. Applies to Model SD3-30 series airplanes, certificated in any category, serial numbers SH 3000 to SH 3027 inclusive. Compliance required as indicated. To prevent loss of fuel flow to an engine due to failure of a fuel system gravity feed check valve, comply with following, unless already accomplished. (a) Within 100 hours time in service after the effective date of this AD, or before the accumulation of 1300 hours total time in service, whichever occurs later, and thereafter in accordance with paragraph (b) of this AD, inspect and service the fuel system aft gravity feed check valve associated with fuel cell number 4 in accordance with paragraph 2, "ACCOMPLISHMENT INSTRUCTIONS," of Short Brothers Limited Service Bulletin No. SD 3-28-12, revision 1, dated February 1, 1980, (hereinafter referred to as the service bulletin) or an FAA-approved equivalent. (b) At intervals not to exceed 1200 hours total time in service since the last inspection, accomplish the inspection and servicing required in paragraph (a) of this AD. (c) The inspection interval required in paragraph (b) of this AD may be increased to 2400 hours upon the installation of a new or serviceable gravity feed check valve, P/N 984109/F. (d) Before the accumulation of 2400 hours total time in service and thereafter at intervals not to exceed 2400 hours time in service since the last inspection, inspect and service the fuel system aft gravity feed check valves associated with fuel cells numbers 1, 2 and 3, and the forward valve on cell number 4 in accordance with paragraph 2, "ACCOMPLISHMENT INSTRUCTIONS," of Short Brothers Limited Service Bulletin No. SD 3-28-12, revision 1, dated February 1, 1980, or an FAA-approved equivalent. NOTE: Short Brothers Limited Service Bulletin No. SD 3-28-13, dated December 19, 1979, refers to this subject. (e) Airplanes may be flown in accordance with FAR 21.197 and 21.199 to a basewhere the inspections and parts replacement required in this AD can be accomplished. (f) Upon request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, may adjust the inspection intervals specified in this AD or approve equivalent means of compliance with this AD provided such requests are made through the assigned FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. This amendment becomes effective July 28, 1980.
2006-05-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-200C, -200F, -400, -400D, and -400F series airplanes. This AD requires repetitive inspections for cracks in the overlapping (upper) skin, upper fastener row of the lap joints of the fuselage skin in sections 41, 42, and 46; and related investigative and corrective actions, if necessary. This AD results from fatigue tests and an analysis that identified areas of the fuselage lap joints where fatigue cracks can occur. We are issuing this AD to detect and correct fatigue cracks in the overlapping (upper) skin, upper fastener row of the lap joints of the fuselage skin in sections 41, 42, and 46, which could adversely \naffect the structural integrity of the airplane.
99-13-13: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 (military) series airplanes; Model MD-88 airplanes; and Model MD-90 airplanes, that requires a one-time inspection of the forward attach pins of the outboard flight spoiler actuators to determine whether the pins are of correct length, and follow-on corrective actions. This amendment is prompted by a report that forward attach pins of incorrect length were found to be installed in the flight spoiler actuators on several in-service and in-production airplanes. The actions specified by this AD are intended to prevent failure of the piston of the flight spoiler actuator and consequent puncturing of the aft spar web, which could result in fuel leakage and reduced structural integrity of the wings.
80-10-05: 80-10-05 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-3771. Applies to all Model 188A and 188C series airplanes certificated in all categories. To prevent loss of strength capability of the wing due to fatigue cracking accomplish the following; unless previously accomplished: (a) Before accumulating 30,000 hours' time in service or within the next 100 hours' time in service on those airplanes with 30,000 or more hours' time in service, unless accomplished within last 400 hours: (1) Inspect the wing front spar lower cap per paragraph (d) of this AD; and (2) Reinspect per paragraph (d) prior to accumulating 500 hours' time in service since the last inspection required by paragraph (a)(1). (b) Within 400 hours' time in service since inspection required in (a)(2) and thereafter at intervals not to exceed 2,000 hours' time in service, inspect per paragraph (e) of this AD. (c) Inspections per paragraph (e) of this AD (including the 2,000 hour repetitive inspection) may be substituted for the inspections required by paragraph (a)(1) and (a)(2) of this AD. (d) Inspect wing front spar lower cap per paragraph 1.D.(1) of Lockheed Alert Service Bulletin 88/SB-699B dated July 13, 1979, hereinafter referred to as Lockheed ASB 88/SB- 699B. (e) Inspect spar cap adjacent structure per paragraph 1.D.(2), 1.D.(3), 1.D.(4), 1.D.(5), 1.D.(6), 1.D.(7), and 1.D.(8) of Lockheed ASB 88/SB-699B. (f) Repair any detected cracks prior to further flight per Lockheed ASB 88/SB-699B. (g) Incorporation of the modifications/repairs defined by the drawings listed below terminates the inspection requirements of this AD for the listed paragraphs in ASB 88/SB-699B. (1) Drawing Numbers 842174 and 842181 for paragraphs 1.D.1, 1.D.3, 1.D.4 (spar cap only), 1.D.5 (spar cap at Station 203), 1.D.7 (spar cap at Stations 159 and 167). (2) Drawing Numbers 842185 and 842186 for paragraphs 1.D.2 and 1.D.6. (3) Drawing Number 842222 for paragraph 1.D.4 (spar web and cap at Station 203 only). (4) Drawing Number 842217 for paragraph 1.D.4 (spar web at Station 216). (5) Drawing Number 841738 (spar web at Station 160). (h) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment supersedes Amendment 39-3204 (43 FR 19210) AD 78-09-06. This amendment becomes effective June 23, 1980.
79-18-13: 79-18-13 DETROIT DIESEL ALLISON: Amendment 39-3548. Applies to all Model 250-C28B and 250-C28C Series engines equipped with third stage turbine wheel P/Ns 6898553 or 6898773 installed in, but not limited to Bell 206L-1 rotorcraft certificated in all categories. Compliance required as indicated unless previously accomplished. A. For turbine wheels with less than 300 hours total time in service, compliance is required before reaching 325 hours total time in service. B. For turbine wheels with more than 300 hours total time in service, compliance is required within 25 hours time in service. To preclude engine power loss due to possible turbine blade failure, remove above listed third stage turbine wheels from service. This amendment becomes effective September 6, 1979, as to all persons except those to whom it was made immediately effective by the airmail letter dated July 19, 1979, which contained this amendment.
84-05-51: T84-05-51 BELL HELICOPTER TEXTRON INCORPORATED: Telegram issued February 27, 1984. Applies to Bell Helicopter Textron, Incorporated, Models 214B, 214B-1, and 214ST helicopters certified in all categories that are equipped with collective sleeves P/N 214-010-411-(all dash numbers) that have the serial number prefix A-19. (Airworthiness Docket No. 84-ASW-11.) Compliance is required as indicated. A. The affected parts shall be magnetic particle inspected using the procedures described in Bell Helicopter Textron, Incorporated, Telegraphic Alert Service Bulletin No. 214ST-84-17 or 214B-84-26, as applicable, or other FAA approved equivalent procedure, in accordance with the following schedule: 1. For those parts in the range of zero to five hundred hours time-in-service, perform the inspection before further flight. 2. For those parts in the range of 500 to 1000 hours time-in-service, perform the inspection prior to the next 100 hours time-in-service. 3. Forthose parts that have 1000 or more hours in service, perform the inspection not later than the next 2500 hour overhaul period already required by the manufacturer. B. Remove any cracked part from service and replace it with a serviceable part. C. The helicopter may be flown to a repair base for the above inspections under the provisions of FAR 21.197. D. Any equivalent means of compliance with this AD must be approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Southwest Region. E. Bell Helicopter Textron, Incorporated, Telegraphic Alert Service Bulletin 214ST-84-17, or 214B-84-26 is equivalent means of compliance with this AD. This AD becomes effective upon receipt.