Results
2013-19-11: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH Models DA 42, DA 42 NG, and DA 42 M-NG airplanes. This AD results from mandatory continuing airworthiness [[Page 59224]] information (MCAI) issued 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 insufficient clearance between the rod end safety washer and the nose landing gear attachment lever causes the rod end to bend at each gear retraction sequence. We are issuing this AD to require actions to address the unsafe condition on these products.
78-08-07: 78-08-07 PRATT & WHITNEY AIRCRAFT: Amendment 39-3175. Applies to Pratt & Whitney Aircraft Wasp, Jr. and R985 model engines. Compliance required as indicated, unless already accomplished. To prevent cylinder head separation from the barrel, perform the following in accordance with Pratt & Whitney Aircraft Service Bulletin No. 1785 or later FAA-approved revision. 1. Visually inspect cylinder heads in accordance with Part B of the bulletin as follows: A. Cylinders not ultrasonically inspected, inspect within 50 hours time in service after effective date of the AD, and thereafter at intervals not to exceed 100 hours time in service. B. Cylinders ultrasonically inspected, inspect within 150 hours time in service after effective date of the AD, and thereafter at intervals not to exceed 150 hours time in service. 2. Remove visibly cracked cylinders and cylinders with black combustion leakage from service before further flight. 3. After the effective date of this AD, inspect all cylinder assemblies, prior to installation on an engine, by the ultrasonic test procedure in Part A of Service Bulletin 1785 or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. 4. Remove from service cylinders which show cracks in excess of the limits of Part A, Section IV, of the bulletin. NOTE: Cylinders which have been ultrasonically tested are stamped "UT" and last two digits of year inspected over the intake port. The manufacturer's service bulletin identified and described in this directive 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 Pratt & Whitney Aircraft, Division of United Technologies Corp., 400 Main Street, East Hartford, Connecticut 06108. This document may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and FAA Headquarters, 800 Independence Avenue SW., Washington, D.C. 20591. This supersedes AD 76-20-01, Amendment 39-2728. This amendment becomes effective May 2, 1978.
93-01-03: 93-01-03 AYRES CORPORATION: Amendment 39-8456. Docket No. 92-CE-44-AD. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers S2D all serial numbers S2R 5000 through 5099, 1380R, and 1416R through 2583R S2R-R1340 R1340-001 through R1340-030 (with or without DC suffix) S2R-R3S R3S-001 through R3S-011 (with or without DC suffix) S2R-R1820 R1820-001 through R1820-035 (with or without DC suffix) S2R-T11 T11-001 through T11-005 (with or without DC suffix) S2R-T15 T15-001 through T15-029 (with or without DC suffix) and T15-031 (with or without DC suffix); and T27-001 through T27-029 (with or without DC suffix) and T27-031 (with or without DC suffix) S2R-T34 6000 through 6049, T34-001 through T34-178 (with or without DC suffix) and T34-180 (with or without DC suffix); and T41-001 through T41-178 (with or without DC suffix) and T41-180 (with or without DC suffix) S2R-T45 T45-001 through T45-003 (with or without DC suffix) S2R-T65 and S2RHG-T65 T65-001 through T65-010 (with or without DC suffix S2R-G6 G6-101 through G6-107 (with or without DC suffix) Compliance: Required within the next 3 calendar months after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 12 calendar months. To prevent wing structural damage that, if not detected, could progress to the point of failure, accomplish the following: (a) Inspect the wing front spar for corrosion in accordance with the "ACCOMPLISHMENT INSTRUCTIONS: I. Inspection of Front Spar" section of Ayres Service Bulletin (SB) No. SB-AG-29, dated June 15, 1992. (b) If corrosion is found, prior to further flight, treat and repair the corrosion damage in accordance with the "ACCOMPLISHMENT INSTRUCTIONS: II. Repairs" section of Ayres SB No. SB-AG-29, dated June 15, 1992. (c) Special flight permits may be issued in accordance with FAR 21.197 and21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (e) The inspections required by this AD shall be done in accordance with Ayres Service Bulletin No. SB-AG-29, dated June 15, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFRPart 51. Copies may be obtained from the Ayres Corporation, P.O. Box 3090, Albany, Georgia 31708. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on February 5, 1993.
99-08-03: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 737-600, -700, and -800 series airplanes. This action requires an inspection of the power distribution panels (PDP) to verify proper installation of the power feeder terminals and associated hardware, and corrective actions, if necessary. This action also requires repetitive torque checks of the terminal attachment screws. This amendment is prompted by reports indicating the loss of electrical power from the engine-driven generators or the auxiliary power unit due to overheating, melting, and subsequent failure of the power feeder terminals. The actions specified in this AD are intended to prevent such conditions, which could result in increased risk of fire and the loss of electrical power from the associated alternating current power source.
82-08-04: 82-08-04 VARGA AIRCRAFT CORPORATION (Morissey): Amendment 39-4362. Applies to Models 2150A and 2180 (S/Ns VAC 50 thru VAC 181) airplanes, certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent failure of the elevator horn assembly which will result in loss of elevator control, accomplish the following: A) Prior to further flight after the effective date of this AD and thereafter before the first flight of each day: 1) Conduct a visual inspection using a 4X glass of the radius of the P/N VAC 6000L-65 (steel) elevator horn to elevator attach flanges, particularly in the side adjacent to the balance weights. 2) Conduct a visual check of the radius of the P/N VAC 6000J-32 or P/N VAC 6000K-32 (aluminum) elevator horn to elevator attach flanges, particularly in the side opposite the balance weights. 3) The pre-flight checks required by paragraph A)2) of this AD may be performed by the holder of a pilotcertificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person that is not used in air carrier service. Record compliance with the AD by an appropriate entry in the airplane maintenance records as required by FAR 91.173. B) If any cracks are found, prior to further flight, replace with like serviceable part and continue the inspections/checks required by this AD or replace with P/N VAC 30400-100 elevator horn/balance arm assembly in accordance with paragraph C) of this AD. C) On or before June 12, 1982, replace P/N VAC 6000J-32, P/N VAC 6000K-32 and P/N 6000L-65 with P/N VAC 30400-100 elevator horn/balance arm assembly in accordance with Varga Aircraft Corporation Service Instruction SI 0024 dated February 22, 1982. When this is accomplished, the special inspections/checks required by this AD are no longer applicable. D) Special flight permits may be issued in accordance with FAR 21.197 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. E) Any alternate means of compliance with this AD may be used when approved by the Chief, Western Aircraft Certification Field Office, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009; telephone (213) 536-6352. This AD supersedes Amendment 39-4213 (46 FR 46123), AD 81-17-05 and priority letter AD 81-21-07 dated October 7, 1981. This Amendment 39-4362 becomes effective on April 15, 1982.
75-16-15: 75-16-15 BRITISH AIRCRAFT CORPORATION: Amendment 39-2288. Applies to BAC Model 1-11, 200 and 400 Series airplanes, except those which have been modified in accordance with Dunlop Modification C.1559, part (b) to incorporate the strengthened filter housing, P/N ACM.27656. Compliance is required as indicated. To prevent failure of the handbrake control valve filter housing, accomplish the following: (a) For handbrake control valves, P/N AC 61772, prior to the accumulation of 7,000 total landings, or within the next 25 landings after the effective date of this AD, whichever occurs later, unless already accomplished within the last 350 landings - (1) Clean the filter housing on the handbrake control valve, P/N AC 61772; (2) With the No 2 hydraulic system pressurized to 3,000 psi, inspect the face of the filter housing, P/N ACM. 23102 for hydraulic fluid leakage and distortion; and (3) If leakage or distortion is found, before further flight, remove the handbrake control valve from service and comply with paragraph (d). (b) For handbrake control valves, P/N AC 61772, except those which have been modified in accordance with Dunlop Modification C.1559, part (a), prior to the accumulation of 9,500 total landings, or within the next 500 landings after the effective date of this AD, whichever occurs later, remove the handbrake control valve from service, and comply with paragraph (d). (c) For handbrake control valves, P/N AC 61772, which have been modified in accordance with Dunlop Modification C.1559, part (a), prior to the accumulation of 12,000 total landings (including landings before modification), or within the next 500 landings after the effective date of this AD, whichever occurs later, remove the handbrake control valve from service, and comply with paragraph (d). (d) Replace handbrake control valves removed as a result of the action required by paragraphs (a)(3), (b), or (c) of this AD with any of the following: (1) Serviceable handbrake control valves, P/N AC 61772, which have accumulated less than 9,500 landings since new and continue to comply with paragraphs (a) and (b); (2) Serviceable handbrake control valves, P/N AC 61772, which have been modified in accordance with Dunlop Modification C.1559, part (a) and have accumulated less than 12,000 landings since new and continue to comply with paragraphs (a) and (c); or (3) Serviceable handbrake control valves, P/N AC 61772, which have had the old type filter housing, P/N ACM. 23102 replaced with the new strengthened filter housing, P/N ACM. 27656 in accordance with Dunlop Modification C.1559, part (b). (e) For the purpose of complying with this AD, subject to 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 BAC 1-11 airplane. (Dunlop Alert Service Bulletin No. 29-A131,dated December 16, 1971, Dunlop Service Bulletin No. 29-131, dated December 20, 1971; and Revision 1, dated January 7, 1972; and BAC 1-11 Alert Service Bulletin No. 32-A-PM 5102, dated July 14, 1972, cover this same subject). This amendment becomes effective August 28, 1975.
88-01-11: 88-01-11 SHORT BROTHERS PLC: Amendment 39-5820. Applies to Model SD3-60 series airplanes, Serial Numbers SH3601 through SH3676, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent incorrect installation of aileron control levers and rods, which would result in increased aileron control forces and improper aileron travel, accomplish the following: A. Within the next 4,800 flight hours after the effective date of this AD or at the next time the aileron control system is disassembled following 90 days after the effective date of this AD, whichever occurs first, install the guards (plates) in the aileron control system, as described in the Accomplishment Instructions of Shorts Service Bulletin No. SD360-27-09, Revision No. 3, dated November 1986. B. 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. C. 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 modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Short Brothers, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. 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. This amendment becomes effective February 16, 1988.
82-05-06: 82-05-06 AIR CRUISERS COMPANY: Amendment 39-4326. Applies to life rafts P/N D23835-403, S/N 8624978 through 9925181. Compliance required within 60 days after the effective date of this AD, unless already accomplished. To prevent the need for excessive pull force to activate the gas release mechanism, accomplish the modifications described in paragraph 2 of Air Cruisers Company Service Bulletin 111-81-1, dated July 24, 1981. An equivalent method of compliance may be approved upon request to the Chief, New York Aircraft Certification Office, ANE-170, Federal Aviation Administration, JFK International Airport, Jamaica, New York 11430. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the compliance time of this AD may be adjusted by the Chief, New York Aircraft Certification Office, ANE-170, Federal Aviation Administration, JFK International Airport, Jamaica, New York 11430. The manufacturer's Service Bulletinidentified and described in this directive is available upon request to Air Cruisers Company, P.O. Box 180, Belmar, New Jersey 07719. This document may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This airworthiness directive becomes effective March 31, 1982.
2013-19-12: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Models GA8 and GA8-TC320 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as the fuel system integral sump tank does not meet FAA regulations. We are issuing this AD to require actions to address the unsafe condition on these products.
99-07-14: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes, and Model MD-88 airplanes, that requires a one-time inspection to detect corrosion of the lug bores and the surface of the hinge plates of the vertical-to-horizontal stabilizer; and corrective actions, if necessary. This amendment is prompted by reports of corrosion of the lug bores and the surface of the hinge plates of the vertical-to-horizontal stabilizer, apparently due to the improper brushing of cadmium on the hinge plates during manufacture. The actions specified by this AD are intended to detect and correct corrosion of the lug bores and the surface of the hinge plates of the vertical-to-horizontal stabilizer, which could result in reduced structural integrity of the airplane.
92-18-01: 92-18-01 BRITISH AEROSPACE: Amendment 39-8345. Docket No. 92-NM-45-AD. Applicability: Model ATP series airplanes; serial numbers 2001 through 2045, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent engine rundown (flame out) due to ice ingestion, accomplish the following: (a) Within 90 days after the effective date of this AD, install bonding straps, Modification 35229A, at the oil cooler temperature controller in Module 3, the throttle stepper motor controller, and the engine de-ice timers, in accordance with British Aerospace Service Bulletin ATP-24-45-35229A, dated December 20, 1991. (b) An 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) 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. (d) The installation shall be done in accordance with British Aerospace Service Bulletin ATP-24-45-35229A, dated December 20, 1991, which contains the following list of effective pages: Page Number Revision Level Date 1-7, 9, 11, 13, Original December 20, 1991 15, 17, 19 8, 10, 12, 14, (These pages are not used) 16, 18 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 8, 1992.
2022-11-20: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by a large crack detected on the tail gearbox (TGB) fitting during a scheduled inspection and the determination that certain TGB fittings are required to be inspected by the use of a borescope. This AD requires a one-time borescope inspection of certain part-numbered TGB fittings, and depending on the inspection results, removing the affected part from service and replacing with an airworthy part, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
93-11-11: 93-11-11 AC, TEXTRON LYCOMING, AND RAJAY/ROTOMASTER: Amendment 39-8584. Docket 93-ANE-16. Supersedes Priority Letter AD 93-05-21, which superseded Priority Letter AD 92-20-07. Applicability: AC, Textron Lycoming, and Rajay/Rotomaster-modified high pressure diaphragm fuel pumps, overhauled by Aero Accessories Inc. (AAI) between June 18, 1991, and November 24, 1992; AC model 41234, having AAI serial numbers (S/Ns) 91F006 through 92E050 and 92E052 through 92K008; AC model 40296, having AAI S/Ns 92B002 through 92I155; AC model 41812, having AAI S/N 91L142; Textron Lycoming model LW15473, having AAI S/Ns 91K049 through 92I151; Rajay/Rotomaster-modified model R00253-501, having AAI S/Ns 92D136 through 92J016; Rajay/Rotomaster modified model R00253-502, having AAI S/Ns 92D120 through 92H075; and Rajay/Rotomaster-modified model 103586-01, having AAI S/N 92J024; installed on but not limited to Textron Lycoming IO-320, LIO-320, IO-360, LIO-360, O-540-L3C5D, IO-540, TIO-540, and LTIO-540 piston engines; installed on but not limited to piston engine powered aircraft manufactured by Beechcraft, Bellanca, Cessna, Mooney, Piper, and Rockwell Commander (Models 112 and 114) aircraft; and AC, Textron Lycoming, and Rajay/Rotomaster-modified low pressure diaphragm fuel pumps, overhauled by AAI between November 1, 1991, and August 20, 1992; AC model numbers 40174, 40295, 40595, 41270, 41271, 41272, 41452, 41617, 75246, 75247; Textron Lycoming model numbers LW14282, LW15399, LW15472, LW16335, LW16775, LW16947; and Rajay/Rotomaster-modified models 103396-01, RJ4033, and R00253-2; having AAI S/Ns 91K073 through 91K125, all S/Ns beginning with prefixes 91L, 92A, 92B, 92C, 92D, 92E, 92F, 92G, and 92H001 through 92H146; installed on but not limited to Textron Lycoming model O-235, O-290, O-320, O-360, LO-360, LTO-360, and O-540 piston engines; installed on but not limited to piston engine powered aircraft manufactured by Beechcraft, Bellanca, Cessna, Mooney, and Piper. Compliance: Required prior to further flight, unless accomplished previously. To prevent disruption of fuel flow to the engine, which can result in a loss of engine power, accomplish the following: (a) Remove from service affected low pressure diaphragm fuel pumps and replace with a serviceable pump. (b) For the purposes of paragraph (a) of this AD, a serviceable low pressure diaphragm fuel pump is either an AC, Textron Lycoming, or Rajay/Rotomaster-modified pump that has never been overhauled by AAI, or has an "S" stamped on the flange above the inlet port of the fuel pump to indicate previous compliance with priority letter AD 92-20-07. (c) No further action is required for all affected low pressure diaphragm fuel pumps that have complied previously with priority letter AD 92-20-07. NOTES: 1. The model number is located on the edge of the mounting flange. 2. The S/N is located on the "housing backbone" between the mounting flange and the round spring housing.3. For further information, see Aero Accessories, Inc. Mandatory Service Bulletin No. 001, dated August 21, 1992. Copies of this service bulletin may be obtained from Aero Accessories, Inc., 1240 Springwood Church Road, Gibsonville, NC 27249, telephone (919) 449-5054. (d) Remove from service affected high pressure diaphragm fuel pumps and replace with a serviceable pump. (e) For the purposes of paragraph (d) of this AD, a serviceable high pressure diaphragm fuel pump is either an AC, Textron Lycoming, or Rajay/Rotomaster-modified pump that has never been overhauled by AAI, or has an "S2" stamped on the flange above the inlet port of the fuel pump to indicate previous compliance with priority letter AD 93-05-21. (f) All affected high pressure diaphragm fuel pumps must be replaced, regardless of compliance with priority letter AD 92-20-07. NOTES: 1. The model number is located on the edge of the mounting flange. 2. The serial number is located on the "housingbackbone" between the mounting flange and the round spring housing. 3. For further information, see Aero Accessories, Inc. Mandatory Service Bulletin No. 002, dated February 25, 1993. Copies of this service bulletin may be obtained from Aero Accessories, Inc., 1240 Springwood Church Road, Gibsonville, NC 27249, telephone (919) 449-5054. (g) An 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, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (h) This amendment supersedes priority letter AD 93-05-21, issued March 17, 1993. (i) This amendment becomes effective on June 21, 1993.
2010-14-11: 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: Certain main landing gear components have experienced premature failure during certification testing. Revision has been made to the DHC-8-400 Maintenance Requirements Manual, Airworthiness Limitation Items, to incorporate the revised safe life limits for the main landing gear lock actuator assembly, retraction actuator assembly rod end and piston, and the upper bearing in the main landing gear shock strut assembly. Failure of these components could adversely affect the structural integrity of the main landing gear. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
99-07-15: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. (BHTI)-manufactured Model HH-1K, SW204, SW204HP, SW205, SW205A-1, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters. This action requires inspecting the tail rotor yoke (yoke) assembly historical records to determine if the affected yoke assembly has been involved in any incidents that may have induced a bending load. It further requires replacement of the yoke assembly with a yoke assembly that has been x-ray diffraction inspected or has zero hours time-in-service (TIS); installing and inspecting an airworthy flapping stop or trunnion assembly to detect excessive bending loads; and revising the applicable Rotorcraft Flight Manual. This amendment is prompted by in-flight failures of yokes installed on civilian and military helicopters of similar type design, including three reported accidents. The actions specified in this AD are intended to detect static or dynamic overload on the yoke due to external bending forces, which could result in failure of the yoke, loss of the tail rotor, and subsequent loss of control of the helicopter.
84-10-51 R1: 84-10-51 R1 BOEING VERTOL COMPANY: Amendment 39-5024 as amended by Amendment 39-5352. Applies to Model 234 series helicopters, certificated in any category, equipped with forward main rotor drive shaft P/N 114D1245-7. Compliance is required as indicated, unless already accomplished. To prevent possible hazards in flight associated with cracking of the forward main rotor drive shaft, accomplish the following: (a) Within 70 hours time in service after the effective date of this amendment or upon accumulation of 1,600 total hours time in service on the rotor shaft, whichever occurs later, and thereafter at intervals not to exceed 35 hours time in service from the last inspection, inspect the rotor drive shaft in accordance with paragraph 3, "Accomplishment Instructions," Boeing Vertol Service Bulletin No. 234-63-1009, dated June 29, 1984, or Revision 1 dated May 1, 1986, or an FAA-approved equivalent. (b) Remove from service forward main rotor drive shafts havinga crack and replace with a serviceable part prior to further flight. (c) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (d) Upon submission of substantiating data by an owner through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA New England Region, may adjust the compliance times specified in this AD. (e) The manufacturer's specifications and procedures identified and described in this directive are 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 these documents from the manufacturer may obtain copies upon request to the Boeing Vertol Company, Boeing Center, P.O. Box 16858, Philadelphia, Pennsylvania 19142. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas. Amendment 39-5024 (50 FR 15539) became effective April 22, 1985, as to all persons except those persons to whom it was made immediately effective by telegraphic AD No. T84-10- 51, issued May 3, 1984, which contained this amendment. This Amendment 39-5352 becomes effective July 24, 1986.
2013-19-01: We are adopting a new airworthiness directive (AD) for AgustaWestland S.p.A. (AgustaWestland) Model A119 and AW119 MKII helicopters to require inspecting the pilot and co-pilot doors to ensure that the windows are properly bonded within the doors. If the windows are not properly bonded, the AD requires applying bonding to the windows, the seals, and the window frames of the pilot and co-pilot doors. This AD was prompted by the loss of a pilot-door window during a test flight. The actions of this AD are intended to ensure the windows do not detach from the doors, potentially injuring persons on the ground and damaging the helicopter's tailboom and the tail rotor blades.
2013-18-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports of cracked and corroded nuts on an outboard flap support rib. This AD requires, for certain airplanes, repetitive inspections of the cap seal for damaged sealant on nuts common to certain outboard flap support ribs, and related investigative and corrective actions if necessary. For certain other airplanes, this AD also requires repetitive inspections of the cap seal for damaged sealant on nuts common to certain outboard flap support ribs, related investigative and corrective actions if necessary, and if necessary, a detailed inspection to determine the nut type installed in the outboard flap support rib and corrective actions. This AD also provides terminating action for the repetitive inspections under certain conditions. We are issuing this AD to detect and correct cracked and corroded nuts and bolts and the installation of incorrect nuts on certain outboard flap support ribs, which could lead to additional nut and bolt damage in the joint, result in loss of an outboard flap, and adversely affect continued safe flight and landing of the airplane.
99-07-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, and -300 series airplanes, that requires repetitive inspections to detect cracking of certain lower lobe fuselage frames, and repair, if necessary. This amendment is prompted by reports indicating that fatigue cracks were found in lower lobe frames on the left side of the fuselage. The actions specified by this AD are intended to detect and correct fatigue cracking of certain lower lobe fuselage frames, which could lead to fatigue cracks in the fuselage skin, and consequent rapid decompression of the airplane.
89-16-09: 89-16-09 LOCKHEED: Amendment 39-6288. Applicability: Model 382 series airplanes, serial numbers 3946 through 4637, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the nose landing gear strut assembly, accomplish the following: A. Within the next 250 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 3,150 hours time-in-service, perform an inspection for corrosion of the nose landing gear strut assembly, part number 388071-3, in accordance with Lockheed Service Bulletin 382-32-31, dated September 5, 1979. 1. If corrosion is detected which is within the limits specified in the service bulletin, rework in accordance with the service bulletin prior to further flight. 2. If corrosion is detected which is outside the limits specified in the service bulletin, prior to further flight, accomplish one of the following: a. Replace the defective cylinder assembly, part number 371675-1 with a serviceable cylinder assembly; or b. Modify the nose landing gear strut and components in accordance with Lockheed Service Bulletin 382-32-23, dated March 17, 1978. B. Modification of the nose landing gear strut and components in accordance with Lockheed Service Bulletin 382-32-23, dated March 17, 1978, constitutes terminating action for the inspection requirements of this AD. C. 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, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Atlanta Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a basein order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Lockheed Aeronautical Systems Company, 86 South Cobb Drive, Marietta, Georgia 30063. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Atlanta Aircraft Certification Office, FAA, Central Region, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6288, AD 89-16-09) becomes effective on September 7, 1989.
80-13-14: 80-13-14 CESSNA: Amendment 39-3844. Applies to the following Model 310R, 335, 340A, 402C, 404, 414A, and 42lC airplanes certificated in all categories: Model Serial Number 310R 1865 335 0044, 0049, 0052, and 0059 340A 0959, 0961, 0962, 0967, 0972, 0978, 0982, 0983, 0984, 0985, 0998, 1002, 1003, 1012, 1014, and 1019 402C 0259, 0263, 0275, 0283, and 0288 404 0612, 0620, 0623, and 0628, 414A 0457, 0458, 0463, 0464, 0466, 0469, 0470, 0472, 0475, 0476, 0482, 0483, 0486, 0487, 0490, 0495, and 0497 421C 0823 through 0866, 0869, and 0870 COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the fuel flow transducer and resultant leakage of fuel within the engine compartment, prior to further flight accomplish the following on both engines: A) Remove engine cowling and inspect Cessna P/N 9910395-9 (Aerosonics Corp 33184-2) fuel flow transducer on each engine for serial number. B) If the P/N 9910395-9 transducer has a serial number included in the block 2364 through 2930, replace the transducer prior to further flight with a transducer whose serial number is not included in the block 2364 through 2930, reinstall the engine cowling, and accomplish Item D of this AD. C) If the P/N 9910395-9 transducer serial number is not included in block 2364 through 2930, reinstall the engine cowling, and accomplish Item D of this AD. D) Make the prescribed entry in the aircraft maintenance record indicating compliance with this AD when B, or C has been accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective on July 22, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated June 24, 1980.
77-15-05: 77-15-05 LET N.P.: Amendment 39-2974. Applies to Blanik 13 gliders, certificated in all categories, with serial numbers 173205 through 174230, inclusive. Compliance is required as indicated. To prevent structural failure of the fin top rib, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 90 hours time in service, and, thereafter, at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the fin top rib and central stiffener (fuselage stiffener) with a 5 power magnifying glass in accordance with the accomplishment instructions set forth in paragraph A of LET N.P. UH HRADTSTE-KUNOVICE (LET N.P.) Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent. (b) If cracks are found in the fin top rib of less than 5 mm in length, or of any length in the central stiffener, before further flight, either - (1) Repair the fin top rib or central stiffener as necessary, in accordance with the accomplishment instructions set forth in paragraph B of LET N.P. Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent; or (2) Comply with paragraph (e) of this AD. (c) If any cracks are found in the fin top rib which exceed 5 mm in length, before further flight, comply with paragraph (e) of this AD. (d) If no cracks are found, within the next 200 hours time in service after the effective date of this AD, comply with paragraph (e) of this AD. (e) Replace both the fin top rib and central stiffener in accordance with the accomplishment instructions set forth in paragraphs C and D of Let N.P. Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent. NOTE: To assist in the dismantling of the rudder the following information is provided: (1) It is recommended that, in loosening the split pin securing the slotted nut in the bottom rudder hinge, the bent ends of the split pin be straightened first using a suitable pointed tool and then the pin be removed. (2) The rudder dismantling procedures are as follows: (i) The nut of the bottom rudder hinge accessible through the mounting opening on the fuselage part should be released and unscrewed. (ii) The cloth blinds on the rudder edge curve and leading edge should be removed. The top rudder hinge stud bolt should be released and unscrewed. (iii) The rudder should be lifted slightly and its top edge should be pulled slightly backwards to be released from the top hinge. (iv) The rudder should be held in the inclined position and carefully lifted from the step ball bearing. (3) The bottom rivets of the intermediate stiffener supporting the rudder bearing should be routed by an extended drill rod through the 60 mm. diameter opening in the rear fuselage partition as recommended by the Note in paragraph D of LET N.P. Mandatory Bulletin L13/040. Routingof the rear fuselage part in position 14 of the partition is not recommended. (4) A modified shank should be used for riveting a new fin rib. For this purpose, a 35 mm. diameter opening should be made in the fin spar (See LET N.P. Mandatory Bulletin L13/040, paragraph C). (f) The inspections required by paragraph (a) of this AD may be discontinued when the fin top rib and central stiffener have been replaced in accordance with paragraph (e) of this AD. This amendment supersedes Amendment 39-2333 (40 FR 33007), AD 75-17-28, as amended by Amendments 39-2379 (40 FR 45802) and 39-2498 (41 FR 2375). This amendment becomes effective August 4, 1977.
2022-11-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of internal corrosion on the inboard flaps found prior to regularly scheduled maintenance checks. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate a certain aircraft maintenance manual (AMM) task. The FAA is issuing this AD to address the unsafe condition on these products.
99-07-11: This amendment adopts a new airworthiness directive (AD) that applies to all SOCATA - Groupe Aerospatiale (SOCATA) Model TBM 700 airplanes. This AD requires inspecting the left-hand and right-hand outboard hinge fittings of the horizontal stabilizer for cracks, and replacing any cracked fitting. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent structural damage to the stabilizer caused by outboard hinge fitting cracks, which could result in uncontrolled flight if the hinges break.
2013-17-08: We are superseding airworthiness directive (AD) 2010-20-08, which applied to certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, and 747SR series airplanes. AD 2010-20-08 required repetitive inspections to find cracking of the web, strap, inner chords, inner chord angle of the forward edge frame of the number 5 main entry door cutouts; the frame segment between stringers 16 and 31; repair if necessary; and repetitive inspections for cracking of repairs. This new AD expands the previous fuselage areas that are inspected for cracking. This AD was prompted by multiple reports of cracking outside of the previous inspection areas and a report of a crack that initiated at the aft edge of the inner chord rather than initiating at a fastener location. We are issuing this AD to detect and correct such cracks, which could cause damage to the adjacent body structure and could result in depressurization of the airplane in flight.