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86-12-06: 86-12-06 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5329. Applies to Bell Helicopter Textron, Inc., Model 214ST helicopters, S/N's 18401, 18402, 18403, and 28101 through 28159, certificated in any category, equipped with main rotor yoke assembly P/N 214- 010-105-001. Compliance is required as indicated, unless already accomplished. (a) To prevent failure of the main rotor yoke assembly, remove and replace the yoke assembly not later than 2,500 hours time in service. For yoke assemblies that have accumulated more than 2,450 hours time in service as of the effective date of this AD, remove and replace the yoke assembly within the next 50 hours time in service or by July 1, 1986, whichever comes first. (b) Any alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomeseffective July 1, 1986.
2017-25-15: We are adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-300 and -500 airplanes and Model ATR72-202 and -212A airplanes. This AD requires identifying the serial number of the dual distributor valve (DDV), and replacement of affected DDVs. This AD was prompted by an investigation performed on a failed DDV that revealed a nonconformity of crimping on an internal valve. We are issuing this AD to address the unsafe condition on these products.
2011-01-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing fuel level float and pressure switch in-line fuses on the wing forward spars and forward and aft auxiliary fuel tanks, depending on the airplane configuration. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2002-07-12: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-80A, CF6- 80C2, and CF6-80E1 series turbofan engines. That AD currently requires revisions to the Life Limits Section of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required inspection of selected critical life-limited parts at each piece-part exposure. This amendment adds additional mandatory inspections for certain high pressure compressor (HPC), low pressure turbine (LPT), and high pressure turbine (HPT) parts. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life- limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
92-02-11: 92-02-11 AEROSPATIALE: Amendment 39-8147. Docket 91-NM-163-AD. Applicability: Model ATR42-200, -300, -320 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of the wheel assembly, accomplish the following: (a) Perform a boroscope inspection to detect corrosion of the main landing gear (MLG) wheel axles at the jacking dome hole level, in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 1991, at the applicable time specified below: NOTE: The Aerospatiale Service Bulletin references Messier-Bugatti Service Bulletin 631-32-071, Revision 1, dated July 5, 1991, as an additional information source. (1) For airplanes on which an axle has accumulated 10,000 or more landings as of the effective date of this AD, within 30 days after the effective date of this AD. (2) For airplanes on which an axle has accumulated 8,000 or more landingsbut less than 10,000 landings as of the effective date of this AD, within 90 days after the effective date of this AD. (3) For airplanes on which an axle has accumulated 6,000 or more landings but less than 8,000 landings as of the effective date of this AD, within 120 days after the effective date of this AD. (4) For airplanes on which an axle has accumulated less than 6,000 landings as of the effective date of this AD, prior to the accumulation of 6,000 landings or within 120 days after the effective date of this AD, whichever occurs later. (b) If no corrosion is found, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 3,200 landings. (c) If corrosion is found, prior to further flight, perform an eddy current inspection to detect cracks in the wheel axle, in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 1991. (1) If no cracks are found, replace the swinger lever assembly prior to the accumulation of 50 additional landings, in accordance with the service bulletin. (2) If cracks are found, prior to further flight, replace the swinger lever assembly, in accordance with the service bulletin. (d) An 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. (e) Special 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. (f) The inspections and replacement required by this AD shall be done in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (g) This amendment (39-8147, AD 92-02-11) becomes effective on March 2, 1992.
70-25-04: 70-25-04 BEECH: Amdt. 39-1121 as amended by Amendment 39-1332. Applies to Model 65-90 (Serial Numbers LJ-1 through LJ-67) airplanes with 5,000 or more hours' time in service. Compliance: Required as indicated. To detect any cracking of certain wing center section and other wing panel front spar carry through structural components, within the next 100 hours' time in service after December 5, 1970, unless already accomplished, accomplish the following: A) Visually inspect the lower wing skin area adjacent to each outer wing panel front spar attachment fitting for cracks in accordance with Beechcraft Service Instruction No. 0394- 018 or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, and thereafter repeat the inspection at intervals not to exceed 100 hours' time in service. (1) If wing panel skin cracks are found at the most outboard screw hole as noted in Figure 1 of Beechcraft Service Instruction No. 0394-018, the wing structure must be inspected in accordance with Paragraphs B and D of this AD prior to returning the aircraft to service. In addition, if a skin crack is found at the most outboard screw hole, as indicated in said Figure 1, the Paragraph B inspections must be performed at intervals of not more than 300 hours, and the Paragraph D inspections must be performed at intervals of not more than 500 hours. B) Inspect by visual and dye penetrant methods, the right and left lower forward outboard wing attachment fittings for cracks in accordance with Beechcraft Service Instruction No. 0394-018 or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, and thereafter repeat the inspection at intervals not to exceed 500 hours' time in service, except as noted in Paragraph A(1). C) If fatigue cracks are found in either wing attach fitting during the inspections required by Paragraph B, prior to further flight - (1) Both right and leftouter wing panel lower forward spar caps including the wing attachment fittings and the skin panels adjacent to the outer panel wing attachment fittings must be replaced with new parts in accordance with the procedures, limitations and reinspection intervals specified in Beechcraft Service Instruction No. 0394-018, or later revision approved by the FAA. (2) After one replacement of the assemblies listed in Paragraph C(1), replace the wing center section lower forward spar cap and fittings with new parts in accordance with Beechcraft Service Instruction No.0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D) Inspect the structural components set forth below and in Beechcraft Service Instruction No. 0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, by visual, eddy current and dye penetrant methods, as specified in the Service Instructions, and thereafter repeat the inspection at intervals not to exceed 1,000 hours' time in service, except as noted in Paragraphs (A)1 and D(8). The structural components to be inspected are as follows: (1) Right and left lower forward wing attachment fitting of the center section main spar. (2) Lower forward wing fitting-to-spar attachment area and the edges of the forward and aft flanges on the lower forward spar cap in the center section (outboard of each main gear wheel well). (3) Lower forward spar cap in each main gear wheel well. (4) Lower surface of the lower forward spar cap in the nacelle inboard of each main gear wheel well. (5) Lower surface of the lower forward spar cap between each nacelle and the fuselage. (6) The four universal rivet holes in the forward flange of the lower forward spar cap inboard of each nacelle in the area of the wing root rib. (7) The lower forward spar cap within the fuselage. (8) The centerline skin splice in the area between the forward and aft center section spars, and the fuselage formers along the centerline between the forward and aft center section spars. If fuselage former cracks are found in this area, they must be repaired in accordance with said Service Instruction prior to return to service and the 1,000 hour inspection interval must be reduced to not more than 500 hours. E) If cracks are found during the inspections required by Paragraph D, except cracks located in the areas specified in Paragraph D(8), prior to further flight, replace the wing center section lower forward spar cap, both the right and left outer wing panel lower front spar caps including the wing attachment fittings and the skin panels adjacent to the outer panel wing attachment fittings with new production parts in accordance with Beechcraft Service Instruction No. 0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. F) Aircraft logbook entries must be madeand notification in writing must be sent to Chief, Engineering and Manufacturing Branch, FAA, Central Region, of the location and length of any cracks found during inspections required by this AD and also the total time in service of the component at the time the crack was discovered. Malfunction or Defect Report, FAA Form 8330-2, may be used for this purpose. (Report approved by the Bureau of the Budget under BOB No. 04-R0174.) G) Replacement of parts required by Paragraphs C and E will permit the owner/operator to establish new initial inspection times in compliance with Paragraphs A and B. H) Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: The eddy current inspections required by this AD should be performed by certificated personnel trained and qualified in the operation of eddy current equipment. The replacement of critical parts such as the spar caps and wing attach fittings required by this AD should be performed by certificated personnel or facilities properly equipped to perform such repairs. Amendment 39-1121 became effective December 5, 1970. This amendment 39-1332 becomes effective November 16, 1971.
2023-06-08: The FAA is superseding Airworthiness Directive (AD) 2019-18- 07, which applied to certain Airbus SAS Model A319-111, -112, -113, - 114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, - 211, -212, -213, -231, and -232 airplanes. AD 2019-18-07 required repetitive rototest inspections of the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, including doing all applicable related investigative actions and repair if necessary. AD 2019-18-07 also adds actions (modification) for certain airplanes. Since the FAA issued AD 2019-18-07, it was determined that certain airplanes need to do additional work. This AD continues to require the actions in AD 2019-18-07 and requires additional work for certain airplanes, 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.
2011-01-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive detailed inspections of the aft pressure bulkhead web for cracking, and repair if necessary. For certain airplanes, this AD also provides for an optional preventative modification of the aft pressure bulkhead web, which would terminate certain repetitive detailed inspections. This AD was prompted by reports of cracks in the aft pressure bulkhead web. We are issuing this AD to detect and correct cracking in the aft pressure bulkhead web, which could adversely affect the structural integrity of the airplane, resulting in difficulty maintaining cabin pressurization or rapid decompression of the airplane.
2002-07-05: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 B2, A300 B4, A300 B4-600, and A300 B4-600R series airplanes, and Model A300 F4-605R airplanes. This AD requires repetitive inspections for cracking of certain fittings, corrective action if necessary, and, for certain airplanes, a modification. This AD also provides an optional terminating action for the repetitive inspections. The actions specified by this AD are intended to detect and correct propagation of cracks on the frame 40 aft fittings due to local stress concentrations at the upper flange runout of frame 40, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2002-07-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777-200 series airplanes equipped with General Electric GE90 series engines. This action requires repetitive inspections of the diagonal brace and forward seals of the aft fairing of the strut to find discrepancies, and corrective actions, if necessary. This action is necessary to prevent primary engine exhaust from entering the aft fairing of the strut and elevating the temperature, which could lead to heat damage of the seals and diagonal brace. Such damage could result in cracking and fracture of the forward attachment point of the diagonal brace, loss of the diagonal brace load path, and consequent separation of the strut and engine from the airplane. This action is intended to address the identified unsafe condition.