Results
97-20-09: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to Bell-manufactured Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters; and Southwest Florida Aviation SW204, SW204HP, and SW205 helicopters, that currently requires modification and inspections of the vertical fin spar. This amendment requires the same modification and inspections required by the existing priority letter AD, but adds the Southwest Florida Aviation Model SW205A-1 and Utah State University UH-1H helicopters to the applicability of this AD. This amendment is prompted by accidents involving in-flight failure of the tailboom vertical fin spar. The actions specified by this AD are intended to prevent in-flight failure of the vertical fin spar and subsequent loss of control of the helicopter.
93-08-04: 93-08-04 BOEING: Amendment 39-8551. Docket 92-NM-168-AD. \n\n\tApplicability: Model 737-100, -200, and -200C series airplanes, as listed in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent degradation of the structural capability of the airplane, accomplish the following: \n\n\t(a)\tAccomplish the inspections specified in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, within the times specified in paragraph (b) of this AD, and thereafter at intervals not to exceed those specified in the Boeing Document for each inspection. \n\n\t(b)\tThe maximum initial inspection times for the inspections contained in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, shall be the later of the times specified in either paragraph (b)(1) or (b)(2) of this AD: \n\n\t\t(1)\tThe threshold for inspection time for the inspection specified in the Boeing Document, measured as a total (flight cycles, time-in-service, as appropriate) accumulated on the airplane; or \n\n\t\t(2)\tThe phase-in period for the inspection specified in the Boeing Document, measured from a date 15 months after the effective date of this AD. \n\n\tNOTE: The "phase-in period," for the purposes of this AD, is defined as the allowable period to accomplish the initial inspection when the required threshold specified in paragraph (b)(1) of this AD is imminent or has elapsed. \n\n\t(c)\tIf any of the discrepant conditions identified in the service bulletins are found as a result of the inspections required by this AD, thecorresponding corrective action specified in the service bulletins must be accomplished prior to further flight. \n\n\t(d)\tThe terminating action for each inspection required by paragraph (a) of this AD consists of the accomplishment of the modification specified in the corresponding service bulletin. \n\n\t(e)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(f)\tSpecial 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. \n\n\t(g)\tThe inspections shall be done in accordance with Boeing Document No. D6- 38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, which contains the following list of effective pages: \n\n\nPage Number\nRev Sym\nShown on Page\nDate \nShown on Page \na\nF\nApril 23, 1992 \nc, d.4, d.5,\t\t\nd.6, e, 2.0.1, \n2.0.2, 3.0.1, \n3.1.3, 3.2.1, \n3.2.2, 3.2.3, \n3.2.4, 3.3.1, \n4.0.1, 4.1.1, \n4.1.2, 4.2.1, \n4.2.2, 5.1.1, \n5.1.2, 5.1.3, \n5.1.4, 5.1.5, \n5.1.6, B.1.1, \nB.1.2, B.2.1, \nB.3.1, B.4.1 \nF\n(These pages are not dated) \nb, d.3, 3.1.1,\t\t\nA.1.1, A.1.2, \nA.2.1, A.3.1, \nA.4.1 \nE\n(These pages are not dated) \nd.1, 3.1.2,\t\t\n3.2.5, 3.3.2, \n3.4.1 \nB\n(These pages are not dated) \nd.2, f, 3.4.2,\t\t \n3.5.1, 5.0.1 \nC\n(These pages are not dated)\n1.0.1, 1.0.2,\t\nblank\t\n(These pages are not dated) \n\t1.0.3 \n\nThis 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. 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. \n\n\t(h)\tThis amendment becomes effective on May 27, 1993.
2009-01-08: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300, A310, and A300-600 series airplanes. That AD currently requires repetitive detailed visual inspections to detect cracks in the pylon thrust and sideload fitting of the wing, and replacement of any cracked pylon thrust and sideload fitting with a new fitting. This new AD reduces the threshold and repetitive intervals for the detailed inspection for certain airplanes and reduces the applicability of the existing AD. This AD results from issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. We are issuing this AD to detect and correct cracks in the pylon thrust and sideload fitting of the wing, which could result in reduced structural integrity of the airplane.
91-11-03: 91-11-03 MCDONNELL DOUGLAS: Amendment 39-6999. Docket No. 90-NM-287-AD. Supersedes AD 90-22-05. \n\n\tApplicability: Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent passenger service unit (PSU) oxygen doors from being jammed closed, accomplish the following: \n\n\tA.\tWithin 45 days after November 5, 1990 (the effective date of Amendment 39- 6780, AD 90-22-05), and thereafter at intervals not to exceed 45 days, inspect all PSU oxygen doors for proper closure, in accordance with McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, dated August 24, 1990. \n\n\tB.\tAny jammed PSU oxygen doors found during the inspection required by paragraph A. of this AD must be readjusted prior to further flight, in accordance with Phase I of paragraph 2 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, datedAugust 24, 1990. \n\n\tC.\tWithin 12 months after the effective date of this AD install PSU oxygen door stops in accordance with Phase II of paragraph 2 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, dated August 24, 1990. Such installation constitutes terminating action for the repetitive inspections required by paragraph A. of this AD. \n\n\tD.\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Previously granted approval for an alternative method of compliance to AD 90- 22-05 also constitutes approval for this AD. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, Post Office Box 1771, Long Beach, California 90801, Attn: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment supersedes Amendment 39-6780, AD 90-22-05. \n\n\tThis amendment (39-6999, AD 91-11-03) becomes effective on June 24, 1991.
2022-07-01: The FAA is superseding Airworthiness Directive (AD) 2020-23- 07, which applied to certain Leonardo S.p.a. Model AB139 and AW139 helicopters. AD 2020-23-07 required removing certain life raft reservoirs (reservoirs) from service, inspecting the reservoirs and actuator cables, and depending on the inspection results, replacing the reservoir or adjusting the actuator cable. This AD was prompted by the inadvertent activation and deployment of an emergency life raft while the helicopter was in flight. This AD retains the requirements of AD 2020-23-07, and requires expanding the required actions to include additional serial-numbered reservoirs, and updates applicable service information. The FAA is issuing this AD to address the unsafe condition on these products.
2010-11-06: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness 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: The results of full scale fatigue tests being conducted by the manufacturer have shown the need for inspection of critical fastener holes in the stub wing upper front spar cap, near the wing strut attachment. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-10-03: This amendment supersedes an existing airworthiness directive (AD) 97-21-09, applicable to Allison Engine Company Model 250-C47B turboshaft engines, that currently requires replacing the engine main electrical harness assembly with an improved assembly, installing a new hydromechanical unit (HMU) and electronic control unit (ECU), removing the placard notifying the pilot that the overspeed protection system is disabled, and revising the Bell Helicopter Textron, A Division of Textron Canada Ltd. (BHTC), Model 407 Rotorcraft Flight Manual (RFM). This amendment continues the requirements of the current AD, but adds the requirement to install ECUs with improved resistance to corrosion. This amendment is prompted by reports of ECUs with annunciated hard faults due to corrosion on internal connectors. The actions specified by this AD are intended to prevent uncommanded inflight engine shutdowns, which can result in autorotation, forced landing, and possible loss of the helicopter.
2022-06-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA330J helicopters. This AD was prompted by a review of Model EC225LP helicopter data that revealed potential tightening torque loss of the attachment screws of the upper deck fittings of the three main gearbox (MGB) suspension bars. Due to design similarities, the MGB right-hand (RH) rear fittings and MGB RH rear fitting attachment screws on Model SA330J helicopters could also be affected. Additional analysis confirmed that the service life limit (life limit) (SLL) for these affected MGB RH rear fittings needs to be reduced for helicopters on which these affected parts were operated concurrently with metallic main rotor blades installed. This AD requires determining the damage value and SLL of each affected MGB RH rear fitting, replacing each affected MGB RH rear fitting with a new part, and replacing the MGB RH rear fitting attachment screws, 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.
62-08-04: 62-08-04 BOEING: Amdt. 413 Part 507 Federal Register April 7, 1962. Applies to All Models 707 and 720 Series Aircraft Which Incorporate Magnesium Skin On the Horizontal Stabilizer Balance Panel Covers. \n\n\tCompliance required within 85 hours' time in service following the effective date of this AD unless already accomplished within the last 85 hours, and thereafter at periods not to exceed 170 hours' time in service from the last inspection. \n\n\tAs a result of cracking of the magnesium skin on the horizontal stabilizer balance panel covers the following shall be accomplished: \n\n\t(a) Conduct close visual inspection of all upper and lower horizontal stabilizer balance panel covers which incorporate magnesium skin, to detect any evidence of skin cracks. \n\n\t(b) Cracked covers must be repaired, replaced or modified in accordance with one of the following prior to further flight: \n\n\t\t(1) Repair in accordance with Structural Repair Manual Chapter 51-9-1, Chapter 51-9-2 (for fiberglass overlay panels) or later chapters, as appropriate to the airplane model involved. \n\n\t\t(2) Replace with a new standard cover incorporating magnesium skin;\n \n\t\t(3) Replace with a new standard cover incorporating aluminum alloy skin; \n\n\t\t(4) Replace with a cover incorporating honeycomb panel construction, Boeing P/N 65-28201, -28202, -28203, -28204, -28205, -28206, -28207, or -28208, as appropriate; or \n\n\t\t(5) Modify in accordance with FAA approved technical data. \n\n\t(c) When repairing any panel in accordance with (b)(1), or during inspection at major overhaul, visually inspect the bonding between the cover skin and its supporting structure for evidence of bond separation. If separation is found, repair either by tack riveting the separated parts together with 1/8 inch diameter 5056 aluminum alloy rivets at 0.60 + or - 1/32 inch spacing, or in accordance with the applicable Structural Repair Manual Set forth in (b)(1). \n\n\t(d) The repetitive inspections of any specific cover may be discontinued when the standard magnesium cover is replaced or modified in accordance with paragraphs (b)(3), (b)(4), or (b)(5). \n\n\t(e) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\t(Boeing Service Bulletin No. 1594 pertains to this subject.) \n\n\tThis directive effective April 7, 1962. \n\n\tRevised November 30, 1966.
91-09-11: 91-09-11 BOEING: Amendment 39-6980. Docket No. 90-NM-240-AD. \n\n\tApplicability: Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747- 38A2077, dated August 30, 1990, certificated in any category. \n\n\tCompliance: Required within 12 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent a fire caused by ignition of foreign material in the drain mast internal space, accomplish the following: \n\n\tA.\tInstall shields to protect the drain mast heater elements in accordance with Boeing Alert Service Bulletin 747-38A2077, dated August 30, 1990. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it tothe Manager, Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6980, AD 91-09-11) becomes effective on May 28, 1991.