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2000-08-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain General Electric Company CF6-80A, CF6-80C2, and CF6-80E1 series turbofan engines, that currently requires revisions to the Airworthiness Limitations Section (ALS) of the manufacturer s Instructions for Continued Airworthiness (ICA) to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This action adds additional eddy current inspections (ECI) for the high pressure turbine rotor (HPTR) Stage 1 and 2 disks for all affected engine models, and would add fan forward shaft inspections for the CF6-80C2 engine model only. This amendment is prompted by additional focused inspection procedures for critical life-limited rotating engine parts that have been developed by the manufacturer. 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.
88-24-13: 88-24-13 FOKKER B.V.: Amendment 39-6070. Applies to Model F-28 series airplanes, Serial Numbers 11003 to 11241 inclusive, 11991, and 11992, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent structural failure in the flap or rear spar web and fuel leakage, accomplish the following: A. Prior to the accumulation of either 10,000 flight hours or 20,000 flight cycles (landings), or within 500 flight cycles (landings) after the effective date of this AD, whichever occurs later: Conduct an external visual inspection of the flap track beam support bracket for position in accordance with Part 1 of Fokker Service Bulletin F28/57-81, dated May 27, 1988. B. If the flanges of the flap track beam support bracket are found during the inspection specified in A., above, to be parallel to the rear spar, no further action is required. C. If the flanges of the flap track beam support bracket are found during the inspection specified in A., above, not to be parallel to the rear spar, inspect for cracks in the web of the rear spar, in accordance with Part 2 of service Bulletin F28/57-81, dated May 27, 1988, before further flight. 1. If no cracks are found, repeat the inspection every 1,000 flight cycles (landings) until an internal inspection is conducted in accordance with Part 3 of Service Bulletin F28/57-81, dated May 27, 1988. 2. If, during the inspections accomplished in accordance with Part 3 of Service Bulletin F28/57-81, dated May 27, 1988, it is determined that the bolts are installed properly, a spotface is not found, and cracking does not exist, reseal or reinstall the bolts in accordance with Part 3 of that service bulletin. No further action, other than restoration to normal, is required. 3. If cracks are found during the inspections required by paragraph C., C.1., or C.2., above, or if a spotface is found during the inspections required by paragraph C.1., or C.2., priorto further flight, repair in a manner approved by the Manager, FAA Brussels Aircraft Certification Office, AEU-100. Under conditions noted in the Service Bulletin F28/57-81, dated May 27, 1988, temporary repairs may be made in accordance with Part 4 and the associated table and figures of that service bulletin. D. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments 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 airplanes to a base for the accomplishment of inspections and/or modifications required by 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 Fokker Aircraft U.S.A., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-6070, becomes effective December 27, 1988.
76-22-02: 76-22-02 BEECH: Amendment 39-2755 as amended by Amendment 39-2909. Applies to the airplane models and serial numbers listed below having inverted "Y" type shoulder harnesses installed, except those airplanes that have previously complied with AD 76-22-02 (Amendment 39-2755): MODELS SERIAL NUMBERS F33A CE-490 thru CE-633 F33C CJ-49 thru CJ-120 V35B D-9582 thru D-9861 A36 E-515 thru E-824 95-B55 & 95-B55A TC-1653 thru TC-1946 E55 and E55A TE-966 thru TE-1077 58 and 58A TH-425 thru TH-732 65-B80 LD-477 thru LD-505 C90 LJ-626 thru LJ-682 and LJ-684 E90 LW-93 thru LW-171, LW-173, LW-174, and LW-178 B99 U-157 thru U-164 A100 B-199 thru B-226 B100 BE-1 thru BE-7 200 BB-7, BB-8, BB-12, BB-18 thru BB-87, BB-89 thru BB-128, BB-130 thru BB-136 Compliance: Required as indicated, unless already accomplished in accordance with AD 76-22-02 (Amendment 39-2755). To prevent slippage during normal use of the lap belt assembly installed with the inverted "Y" type shoulder harness, within 100 hours' time in service after the effective date of this AD, accomplish the following in accordance with Beechcraft Service Instructions No. 0850-313, Rev. I, or later approved revisions: NOTE: Belt roller adjuster part numbers are stamped on the tang of the "male" half of lap belt assembly. A) On all aircraft visually inspect the "male" half of the lap belt assembly on the pilot and co-pilot seats to determine if a P/N 500535 roller adjuster is installed and if so replace it with a P/N 500535-401 roller adjuster. B) On Model 200 (Serial Numbers BB-7, BB-8 and BB-34) airplanes visually inspect the "male" half of the lap belt assembly on the toilet seat to determine if a P/N 500535 roller adjuster is installed and if so replace it with a P/N 500535-401 roller adjuster. C) On Model 200 (Serial Numbers BB-12, BB-20, BB-25, BB-33, BB-35, BB-37, BB-41, BB-46, BB-49, BB-55, BB-56, BB-72, BB-77, BB-82, BB-92, BB-97, BB-107,BB-111, BB-113, BB-116, BB-130, BB-133, BB-135 and BB-136) airplanes visually inspect the "male" half of the Beech P/Ns 101-530314-9 and -13 lap belt assembly on all seats located aft of the cabin door to determine if a P/N 500535 roller adjuster is installed and if so replace it with a P/N 500535-401 roller adjuster. D) The 100 hour compliance time required by this AD may be adjusted up to 110 hours' time in service to allow inspection and modification at regularly scheduled maintenance periods. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-2755 became effective November 4, 1976. This amendment 39-2909 becomes effective June 2, 1977.
2015-04-04: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Inc. (Bell) Model 412 and 412EP helicopters with certain static inverters (inverters) installed. This AD requires revising the Rotorcraft Flight Manual (RFM) and installing a placard in full view of the pilot to limit flight to visual flight rules (VFR) only and prohibit night operations. This AD is prompted by failures of certain inverters, most of which resulted in smoke in the cockpit. The actions specified by this AD are intended to restrict flight to VFR only and prohibit night operations to allow safe operation in the event of failure of an affected inverter. This failure would increase pilot workload during instrument flight rules (IFR) and could result in loss of certain pilot information displays and subsequent loss of control of the helicopter.
2000-08-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, and -800 series airplanes. This action requires a one-time inspection to detect cracking of the rear spar stiffeners in the wing center section; and modification of crack-free stiffeners, or repair of cracked stiffeners. This amendment is prompted by a report of severed rear spar stiffeners of the center wing, which resulted in cracking in the adjacent keel beam structure. The actions specified in this AD are intended to prevent failure of the keel beam structure.
2000-08-09: This amendment adopts a new airworthiness directive (AD), applicable to Robinson Helicopter Company (RHC) Model R22 helicopters. This action requires replacing certain serial number sprag clutches with an airworthy sprag clutch as specified in this AD. This amendment is prompted by several reports of clutch assemblies with cracked or fractured sprag ends. The actions specified by this AD are intended to prevent a sprag clutch failure, loss of main rotor RPM during autorotation, and subsequent loss of control of the helicopter.
2015-03-06: We are superseding Airworthiness Directive (AD) 2007-22-10 for all Airbus Model A330-200, A330-300, A340-200, A340-300, A340-500, and A340-600 series airplanes. AD 2007-22-10 required repetitive inspections of the left-hand and right-hand wing main landing gear (MLG) rib 6 aft bearing lugs (forward and aft) to detect any cracks on the two lugs, and replacement if necessary. Since we issued AD 2007-22- 10, we have received reports of additional cracking of the MLG rib 6 aft bearing forward lug. This new AD expands the applicability and reduces certain compliance times. We are issuing this AD to detect and correct cracking of the MLG rib 6 aft bearing lugs, which could result in collapse of the MLG upon landing.
88-03-04: 88-03-04 AIRBUS INDUSTRIE: Amendment 39-5833. Applies to Model A300 B2 series airplanes, as listed in Airbus Industrie (AI) Service Bulletin A300-32-369, dated December 12, 1986, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent collapse of the main landing gear (MLG), accomplish the following: A. Prior to each lower tie rod accumulating 7,000 landings or within the next 500 landings, whichever occurs later, and thereafter at intervals not to exceed 1,500 landings, perform an ultrasonic inspection of the MLG lower tie rods, in accordance with AI Service Bulletin A300- 32-369, dated December 12, 1986. Replace defective lower tie rods before further flight. 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 permitsmay be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective February 28, 1988.
2015-03-05: We are superseding Airworthiness Directive (AD) 2012-09-07 for certain Airbus Model A319-111, -112, and -132 airplanes; Model A320- 111, -211, -212, -214, and -232 airplanes; and Model A321-111, -211, - 212, and -231 airplanes. AD 2012-09-07 required an electrical bonding test between the gravity fill re-fuel adaptor and the top skin panels on the wings; and, if necessary, an inspection for corrosion of the component interface and adjacent area; and repairing the gravity fuel adaptor if necessary. This new AD adds airplanes to the applicability and requires inspecting those airplanes to determine if a repair was done, and doing the electrical bonding test and corrective action if necessary. This AD was prompted by a determination that more airplanes are [[Page 8514]] subject to the identified unsafe condition. We are issuing this AD to detect and correct corrosion and improper bonding, which, in combination with a lightning strike in this area, could create a source ofignition in a fuel tank, resulting in a fire or explosion and consequent loss of the airplane.
99-23-22 R2: This amendment rescinds Airworthiness Directive (AD) 99-23-22 R1, which is applicable to various transport category airplanes equipped with Mode "C" transponder(s) with single Gillham code altitude input. That AD requires repetitive tests to detect discrepancies of the Mode "C" transponder(s), air data computer, and certain wiring connections; and corrective actions, if necessary. The requirements of that AD were intended to prevent false advisories that direct the flightcrew to change course and either climb or descend, which could result in the flightcrew deviating the airplane from its assigned flight path, and a possible mid-air collision. Since the issuance of that AD, test data have been collected that demonstrate that the repetitive tests are unnecessary.