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90-19-02: 90-19-02 McDONNELL DOUGLAS HELICOPTER COMPANY (MDHC): Amendment 39-6716. Docket No. 89-ASW-44. Applicability: All Model 369 series helicopters, certified in all categories, that are equipped with a cargo hook. Compliance: Required as indicated, unless already accomplished. To prevent an overrunning clutch assembly failure, which may result in the loss of engine power to the main rotor, accomplish the following: (a) Within the next 300 hours' time in service after the effective date of this AD or at the next annual inspection, whichever occurs first, accomplish the following: (1) Remove overrunning clutch assembly, part number (P/N) 369A5350- BSC, -601, or -603, if installed. (2) Install the overrunning clutch subassembly, P/N 369A5350-41, in the clutch assembly, P/N 369A5350-BSC, -601, or -603, whichever is installed, or replace clutch assemblies with P/N 369A5350-605. NOTE: Clutch subassembly, P/N 369A5350-31, can be converted to P/N 369A5350-41, in accordance with MDHC Service Information Notice (SIN) No. DN-164, EN-54, and FN-44, dated October 27, 1989. Clutch assemblies, P/N 369A5350-BSC, -601, or -603, can be reidentified as a -605 clutch assembly after installation of clutch subassembly, P/N 369A5350-41. (b) Inspect the overrunning clutch assembly, P/N 369A5350-605 or P/N 369A5350- BSC, -601, or -603 with P/N 369A5350-41 subassembly, at intervals not to exceed 300 hours' time in service or at annual inspections, whichever occurs first, for condition of the race inner clutch, P/N 369A5353-3, the race outer clutch, P/N 369A5352, and the sprag assembly, P/N 369D25351. (c) Replace sprag assemblies, P/N 369D25351 and P/N 369A5364, with an airworthy part on or before attaining 1,800 hours' total time in service. NOTE: The Manufacturer's Handbook of Maintenance Instruction and the Component Overhaul Manual pertain to the removal, identification, and installation of these assemblies. (d) Special flightpermits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate helicopters to a base for the accomplishment of inspections required by this AD. (e) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, ANM-100L, FAA, Northwest Mountain Region, 3229 East Spring Street, Long Beach, California 90806-2425. (f) For the purpose of establishing the "time in service" specified in this AD, either the clutch total time with hook attached may be used, or a separate and permanent log of external load operating time (take-off to landing on a flight which involves external load operations) may be used; this log must meet the requirements of FAR Section 91.173. Airworthiness Directive 90-19-02 supersedes AD 81-07-10, Amendment 39-4077, as revised by Amendment 39-4266. This amendment (39-6716, AD 90-19-02) becomes effective on October 5, 1990.
2000-01-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires a measurement of the extension of the piston in the retract actuator of the main landing gear (MLG); and corrective action, if necessary. This amendment also requires repetitive replacement of the retract actuator with a repaired retract actuator, or repetitive replacement of the piston in the retract actuator with a new piston. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue failure of the piston in the retract actuator of the MLG, and reduced structural integrity of the MLG.
2004-22-16: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Model GV and GV-SP series airplanes. This AD requires a one-time general visual inspection for contact or insufficient clearance between the crew oxygen bottle/supports and any wiring harness, and related investigative and corrective actions if necessary. This AD also requires, for certain airplanes, adjusting the wiring harness to obtain a minimum clearance between the crew oxygen bottle and wiring, and applying Teflon sheeting, as applicable; and for certain other airplanes, reworking certain wiring bundles. This AD is prompted by reports of insufficient clearance between certain wiring harnesses and the crew oxygen bottle on several in-production and in- service airplanes. We are issuing this AD to prevent chafing of the electrical wires of the wiring harness against the crew oxygen bottle, which could result in electrical shorting and possible fire in the underfloor structure of the airplane.
2022-24-10: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2C11 (Regional Jet Series 550) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600- 2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that the pressure switch gauge assembly for the cargo bay fire extinguisher container has the potential to display an incorrect pressure under certain environmental conditions. This AD requires replacing affected high rate of discharge (HRD) and low rate of discharge (LRD) pressure switch gauge assemblies for the cargo bay fire extinguisher container. The FAA is issuing this AD to address the unsafe condition on these products.
2004-22-09: The FAA is adopting a new airworthiness directive (AD) for all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes. This AD requires a one-time high-frequency eddy current inspection for cracking of the attachment lugs of the aileron spring tab balance unit, and corrective actions if necessary. This AD is prompted by a report indicating that, during heavy turbulence, a pilot needed to apply aileron trim to maintain level flight because cracking of the upper inboard attachment lug of the aileron spring tab balance unit, probably due to corrosion, had caused permanent deflection of the spring tab and consequent aileron damage. We are issuing this AD to prevent diminished control of the airplane in turbulence or total loss of roll control for the affected wing.
76-15-06: 76-15-06 BOEING: Amendment 39-2678. Applies to all Model 727 series airplanes, categorized as Group I and II in Boeing Service Bulletin No. 727-55-A65, or later FAA approved revisions, and certificated in all categories. Compliance required as indicated unless it can be shown that this AD is not applicable per paragraph B. \n\n\tTo prevent possible stabilizer flutter from mismatch of the elevator balance panel aft hinges in bays 2 and 5, accomplish the following: \n\tA.\tUnless already accomplished, within the next 300 flight hours from the effective date of this AD, inspect the elevator balance panel aft hinges in elevator bays 2 and 5 (left and right) for compatibility in accordance with Boeing Service Bulletin No. 727-55-A65, or later FAA approved revisions, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. If an aluminum hinge is installed in bay 2 and an aluminum-bronze hinge is installed in bay 5, replace in accordance with the service bulletin and physically rebalance in accordance with the Boeing 727 Structural Repair Manual prior to the next flight. \n\tB.\tIf it can be shown through an operator's records or airplane's maintenance records that the elevator balance panel aft hinges are not of the combination of aluminum in bay number 2 and aluminum-bronze in bay number 5, the AD is not applicable. \n\tC.\tAirplanes requiring action prior to the next flight per paragraph A may be flown to the nearest maintenance base in accordance with FAR 21.197 and 21.199. \n\tThe 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). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98108. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective August 9, 1976.
2022-24-14: The FAA is superseding Airworthiness Directive (AD) 2020-12- 11, which applied to all Airbus SAS Model A319-111, -112, -113, -114, - 115, -151N, and -153N airplanes; Model A320-251N, -252N, -253N, -271N, -272N, and -273N airplanes; and Model A321-251N, -251NX, -252N, -252NX, -253N, -253NX, -271N, -271NX, -272N, and -272NX airplanes. AD 2020-12- 11 required revising the existing airplane flight manual (AFM) to limit the use of speed brakes in certain airplane configurations, as specified in a European Union Aviation Safety Agency (EASA) AD. This AD was prompted by a non-stabilized approach followed by an automatic go- around that led to an airplane pitch-up attitude and resulted in an auto-pilot disconnection. This AD continues to require the actions in AD 2020-12-11 and also requires, for certain airplanes, installing updated FG 3G standard software for the FMGC, and prohibits the installation of affected FG standards, as specified in an EASA AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2022-24-02: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A300 F4-600R series airplanes. This AD was prompted by a determination that the forward cargo door compartment between certain frame forks is susceptible to widespread fatigue damage (WFD). This AD completes certain mandated programs to support the airplane reaching its limit of validity (LOV) of the engineering data that support the established structural maintenance program. This AD requires modifying the forward cargo compartment between certain frame forks, 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.
2022-24-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a report that damage (including delamination of the work deck, and corroded and cracked retainer blocks) was found during inspection of certain galleys. This AD requires repetitive inspections of certain galleys for corrosion of trolley retainer aluminum blocks and delamination of the upper panel of the trolley compartment, and applicable corrective action, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also limits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2004-22-11: This amendment supersedes an existing airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 P1, P2, T1, and T2 helicopters. That AD currently requires adding the AD or a statement to the Rotorcraft Flight Manual (RFM) informing the pilot to reduce power and land as soon as practicable if a thump-like sound followed by an unusual vibration occurs during flight. That AD also requires visually inspecting the main rotor drive torque strut assembly (strut) for a crack or a break, recording the inspections in the historical or equivalent record, re-marking and relocating the strut, as appropriate, and replacing any unairworthy strut with an airworthy strut. Also, that AD establishes life limits for certain struts and revises the life limit for other struts. This amendment requires the same actions as the existing AD except that it changes the visual inspection from a one-time inspection to daily inspections; reduces the life limit for aluminum struts;and eliminates the once-only transfer and remarking of certain struts. This amendment is prompted by an incident in which a pilot felt an in-flight increase in vibration and subsequent discovery of a failed strut. The actions specified by this AD are intended to prevent failure of a strut and subsequent loss of control of the helicopter.