Results
2016-14-03: We are adopting a new airworthiness directive (AD) for all Airbus Model A319, A320, and A321 series airplanes. This AD is intended to complete certain mandated programs intended to support the airplane reaching its limit of validity (LOV) of the engineering data that support the established structural maintenance program. This AD requires reinforcing the forward pressure bulkhead at a certain stringer on both the left-hand and right-hand sides, and doing related investigative and corrective actions if necessary. We are issuing this AD to prevent fatigue cracking of the forward pressure bulkhead, which could result in reduced structural integrity of the airplane.
78-11-01: 78-11-01 BEECH: Amendment 39-3220 as amended by Amendment 39-3277 is further amended by Amendment 39-3413. Applies to E50, F50, G50, H50, J50, 65, A65, A65-8200, 65- 80, 65-A80, 65-A80-8800, 65-B80, 65-88 and 70 model airplanes certified in all categories except those modified in accordance with STCs SA444SW or SA587SW. COMPLIANCE: Required as indicated unless already accomplished. To reduce the possibility of powerplant fire occurrence and improve powerplant fire containment and detection capabilities, accomplish the following: A) Within the next 25 hours time-in-service after June 1, 1978, install in the existing Airplane Flight Manual, the temporary airplane Flight Manual Supplement included in this AD as Figure 1, or, Beech Aircraft Company Airplane Flight Manual Supplement P/N 50-590211-31 dated May 29, 1978 or subsequent revision. B) Within the next 100 hours time-in-service after June 1, 1978, except that this compliance time may be extended to 200 hourstime-in-service if the inspection of components forward of the firewall required by AD 77-25-01 is accomplished at intervals no greater than 50 hours time-in-service during this compliance time extension. 1) Replace existing flexible fuel, oil, hydraulic, and fuel or oil vapor carrying hose assemblies except engine breather and drain lines in the engine compartment with equivalent length and diameter hoses having strength and fire resistance qualities meeting FAA Technical Standard Order C53A, Type C or D or as specified below. Hose assemblies fabricated of Stratoflex Type 111 or 130 hose covered by fire-resistant sleeve, Stratoflex Type 2650 or 2607 or Aeroquip hose Type 303 covered with fire-resistant sleeve Type AE102 or 624 or hose specified in Beechcraft Service Instructions No. 0999 or later approved revisions, or an FAA- approved equivalent are acceptable except as noted below. (Pressure test the hose assemblies in accordance with industry practice.) On airplanes having serial numbers LC-157 through LC-335, LB-1 through LB-35, and LD-135 through LD-512, replace the main oil supply hose running from the firewall to the engine with a Stratoflex Part No. 156F001-16D0200 hose assembly or Aeroquip 620100-16-0200 hose assembly or an FAA-approved equivalent. On the Model 88 series airplanes, fabricate the hose from the engine hydraulic pump "oil out" to the firewall using high pressure type hose. Stratoflex Type 112 or Aeroquip Type 309 or FAA-approved equivalent is acceptable. Subject only these hoses to a proof pressure test of 7000 PSI and install applicable hose manufacturer's fire sleeves of types noted above. Stratoflex Type 111 or 130 hose or Aeroquip Type 303 hose with appropriate manufacturer's fire sleeve as noted above or hose specified in Beechcraft Service Instructions No. 0999 or later approved revisions, or an FAA-approved equivalent are acceptable for all other pressurization system hoses. Engine induction system hoses and vacuum system hoses are not included in the requirements of this AD. Use old hoses as a pattern when fabricating new hoses. Caution should be exercised to assure end fittings on new hoses are equivalent to old hose end fittings. Install hoses observing manufacturer's torque limits. The torque chart contained in Beechcraft Service Instructions No. 0999 or later approved revisions list acceptable limits. Apply paint or torque putty to fittings after tightening. 2) On airplanes having engines with Bendix fuel injection system, after changing all engine and installation fuel system hoses but prior to connecting the hose at the fuel injector nozzle located at the top of the induction housing, cap this hose at the nozzle end, select main tanks, turn main boost pumps ON, place mixture controls in rich position, and check all fuel carrying lines and fittings for leakage. Correct any leaks detected and recheck prior to installing hose on nozzle fittings. 3) On airplanes otherthan those specified in Paragraph B(2) above, after changing all installation fuel system hoses, with mixture control in "cut off", select main tanks, turn main boost pumps ON, and check all fuel carrying lines and fittings for leakage. Correct any leaks detected and recheck. 4) After determining that no fuel is trapped in the induction system, conduct the runup specified in Figure 1 and inspect all hoses and fittings for signs of fuel or oil leakage. C) On or before January 31, 1979 install continuous type fire detector systems in the engine compartment and wheel wells in accordance with Beech Service Kit 80-9010. NOTE: The compliance date for this paragraph was established on the basis of the most accelerated schedule the vendors of the detector components can meet and the estimated number of active airplanes of the affected models. The FAA recommends that every owner place an order for the necessary modification kit as early as possible. D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beechcraft Service Instructions No. 0999 or later approved revisions referenced herein covers the subject matter of this AD. Figure 1 TEMPORARY AIRPLANE FLIGHT MANUAL SUPPLEMENT FOR BEECH MODEL 50 SERIES, 65 SERIES A65 SERIES AND 70 AIRPLANES WITH RECIPROCATING ENGINES (AD 78-11-01 requires this supplement to remain in the below designated airplane flight manual until replaced by Beech Aircraft Company Flight Manual Supplement P/N 50-590211-31 dated May 29, 1978, or later approved revisions.) Model_____________ N____________ S/N ______________ In addition to the presently specified preflight procedures, prior to the first flight of each day accomplish the following. 1. Start both engines and operate at 1500 RPM. After the oil pressures stabilize, shut down the engines using the mixture control. 2. Open thecowl doors on both sides of the engines and check all engine compartment fluid hoses and fittings for indications of fluid (fuel or oil) leakage Check the wheel wells for these same conditions using a flashlight or supplemental light as necessary to provide adequate illumination of the area. 3. Correct any leak detected and secure cowl doors. Amendment 39-3220 became effective June 1, 1978. Amendment 39-3277 became effective August 17, 1978. This amendment 39-3413 becomes effective February 6, 1979.
94-14-20 R1: This amendment revises an existing airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-76A helicopters. That AD currently requires a one-time inspection of the tail rotor blade (blade) spar elliptical centering plug (centering plug) for disbonding and the addition of a retaining pad on the pitch change shaft between the output tail rotor gearbox flange and the inboard tail rotor spar. This amendment contains the same requirements as the existing AD but clarifies that the 500-hour time-in-service (TIS) repetitive inspections, which could cause inadvertent damage, are not required. This AD also incorporates by reference a revised alert service bulletin (ASB) that does not include the 500-hour TIS repetitive inspections. This amendment is prompted by operator confusion about whether the current AD continues to require the 500- hour TIS repetitive inspections. The actions specified by this AD are intended to verify that the FAA has determined that the500-hour TIS repetitive inspections are not required to prevent the centering plug from disbonding and moving out of position, loss of tail rotor control, and subsequent loss of control of the helicopter.
74-12-08: 74-12-08 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-1862. Applies to Model TSCP700-5 Auxiliary Power Units installed in, but not limited to, Airbus Industries Model A300B aircraft certificated in all categories. Compliance required as indicated. (a) For APU's with less than 1500 operating cycles on the effective date of this AD, inspect, prior to any further in-flight operation, unless already accomplished, the fuel control differential pressure regulator housing, P/N 977320-1 or -2, for minimum dimensions and cracks per paragraphs 2.B.(2) and (3) of AiResearch Alert Service Bulletin 969900-49-A3644, dated May 14, 1974, or later FAA-approved revisions. Re-work parts, if necessary, per paragraph 2.B.(4). Housings which meet the prescribed minimum dimensions, or which are reworked to meet these dimensions per paragraph 2.B.(4) shall be re-identified as P/N 977320-4. Housings not meeting these dimensional requirements shall be rendered unserviceable and replaced with serviceable P/N 977320-4 housings. Housings which meet inspection and dimensional requirements may be continued in service up to a maximum of 1500 operating cycles. Note: For the purpose of this AD, an APU operating cycle is any operation consisting of a start and shut-down. The number of cycles may be determined by actual count, or, subject to acceptance by the assigned FAA Maintenance Inspector, may be calculated by dividing the fuel control assembly time in service by the operator's fleet average APU operating time per APU operating cycle. (b) For all APU's with 1,500 or more operating cycles in service on the effective date of this AD, inspect per (a), above, prior to further in-flight operation, unless already accomplished, and, in addition thereto, and prior to further in-flight operation, modify the fuel control assembly per (c), below. (c) Before exceeding 1500 operational cycles in service, inspect the fuel control differential pressure regulator body per paragraph 2.B.(2) and modify the fuel control assembly in accordance with paragraph 2.C. of AiResearch Service Bulletin 969900-49-A3644, dated May 14, 1974, or later FAA-approved revisions. Re-identify fuel control assembly per paragraph 2.D. of the referenced service bulletin. (d) Within 3000 operating cycles in service after the accomplishment of paragraph (c), above, and at intervals not to exceed 3000 operating cycles in service thereafter, perform the inspections as defined in paragraph 2.B.(2) of AiResearch Service Bulletin 969900-49-A3644, dated May 14, 1974, or later FAA-approved revisions. (e) The inspections prescribed in paragraph (d), above, may be discontinued when the fuel control differential pressure regulator P/N 977320-4 is replaced with a housing, P/N 977656-1. (f) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. This amendment becomes effective June 10, 1974.
77-10-07: 77-10-07 BELL HELICOPTER TEXTRON: Amendment 39-2900. Applies to Model 205A-1 helicopters, Serial Numbers 30001 through 30232, certificated in all categories. For helicopters certificated and operated pursuant to Part 133 of the FARs (Class B rotorcraft-load combination or Class C rotorcraft-load combinations as defined by Part 1 of the FARs), compliance is required within the next 100 hours cumulative time in service involving external load combinations as defined above, or 300 hours total time in service, whichever comes first, after the effective date of this Airworthiness Directive (AD), unless previously accomplished. For standard category helicopters not approved for external load operations as defined above, compliance is required within the next 300 hours time in service after the effective date of this AD, unless previously accomplished. To prevent failure of the engine-to-transmission drive couplings due to excessive angularity under high loading conditions,adjust the engine-to-transmission alignment as described below: (a) Remove the engine-to-transmission driveshaft assembly, P/N's 205-040-004-3, - 11, or -17, in accordance with instructions in the appropriate maintenance and overhaul manuals. (b) Using instructions and special tools prescribed by the maintenance and overhaul manuals, establish the engine-to-transmission alignment prescribed by the manual except as follows: (1) Index the target plate inner scale to 8.0 (instead of 3.5) and index the target plate outer scale to 35.6 (instead of 1.75). NOTE: Transmission position must be adjusted and leveled to maintenance manual specifications. Engine position adjustment procedures must follow maintenance manual instructions. (2) Establish angularity as follows: Install dial indicator in accordance with instructions in the maintenance manual at 2.5 inch radius. Read zero at 12 o'clock position; read +0.030 + 0.004 at 6 o'clock position. Reset dial indicatorto zero at the 3 o'clock position; read +0.006 + 0.004 at 9 o'clock position. Plus reading on dial indicator means that flange on transmission is closer to flange on engine. (c) Shim engine support fittings to obtain required alignment. If total laminated shim thickness (P/N 205-060-137-1 or 205-060-138-1), required under any engine support fitting, exceeds 0.188 inches, fabricate a plate of 2024-T4 aluminum alloy 0.100 thick, same outside dimensions as shim stock, and structurally bond the plate to the engine service deck with EC 934. Total thickness of shims and plate under any engine mount fitting must not exceed 0.288 inches. Verify that the engine support fittings are reinstalled with the same fore and aft orientation as before. (d) Interference between the engine and the aft upper firewall at the 9 o'clock position (looking forward) may result with this realignment. If this condition occurs, accomplish the following: Remove the aft upper firewall assembly P/N 205-060-909-27 and disassemble by removing the sixteen (16) screws. Remove the aft section of the firewall web P/N 204-060-909-13 and enlarge the sixteen (16) holes by drilling to 5/16 inch. Deburr the drilled holes. Reassemble the firewall assembly using P/N AN970-3 washers over the enlarged holes and under the 16 screw heads. (e) Check engine deck fittings screws and bolts for proper length and thread engagement. (f) Check fuel control and governor linkage for proper rigging and cushion. (g) Reinstall the driveshaft assembly. Reinstall transmission 5th mount assembly. Follow maintenance manual instructions for details of reinstallation of access panels, firewall attachments, and related cleanup, as required. Equivalent means of compliance with the modifications prescribed by this AD may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Post Office Box 1689, Fort Worth, Texas, 76101. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, may adjust the compliance time prescribed by this AD, if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective May 18, 1977.
87-16-10: 87-16-10 SHORT BROTHERS PLC: Amendment 39-5699. Applies to Model SD3-60 airplanes, serial numbers SH3601 through SH3691 and SH3694, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent loss of the structural integrity of the horizontal stabilizer accomplish the following: A. Visually inspect, in accordance with the schedule listed below, the forward face of the rear spar web and the aft face of the front spar web for cracks between fuselage attach fitting at 12.5" left and right of the airplane center line, in accordance with Short Brothers Model SD3-60 Service Bulletin SD360-55-11, Revision 3, dated April 28, 1987. 1. For airplanes serial numbers SH3680 through SH3691 and SH3694, and airplanes which have used only 15 degrees flap take-off since before or upon reaching 5000 flights, inspection is required within the next 100 flights or prior to the accumulation of 12,000 flights, whichever occurs later. Repeat the inspection at intervals not to exceed 1,500 flights. 2. For all other airplanes, inspection is required within the next 100 flights or prior to the accumulation of 8,000 flights, whichever occurs later. Repeat the inspection at intervals not to exceed 1,000 flights. B. If cracks are found, prior to further flight, modify by strengthening the horizontal stabilizer in accordance with Short Brothers Model SD3-60 Service Bulletin SD360-55-12, dated April 1986. C. The repetitive inspections required by paragraph A., above, may be terminated following completion of the modification described in Short Brothers Model SD3-60 Service Bulletin SD360-55-12, dated April 1986. 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. 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 the 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 Short Brothers Aircraft, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. These documents 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 September 10, 1987.
2016-13-14: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD requires an inspection to determine if certain left and right main landing gear (MLG) retract actuator rod ends are installed and repetitive liquid penetrant inspections (LPIs) of affected left and right MLG retract actuator rod ends, and corrective actions if necessary. This AD also provides optional terminating action for the inspections. This AD was prompted by a report of cracked MLG retract actuator rod ends. We are issuing this AD to detect and correct fatigue cracking of the left and right MLG retract actuator rod ends, which could lead to left or right MLG collapse.
2016-13-10: We are superseding Airworthiness Directive (AD) 2012-12-04, for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2012-12-04 required repetitive external detailed inspections and nondestructive inspections to detect cracks in the fuselage skin along the chem-mill steps at stringers S-1 and S-2R, between station (STA) 400 and STA 460, and repair if necessary. This new AD requires a preventive modification of the fuselage skin at crown stringers S-1 and S-2R. This new AD also reduces the inspection threshold for certain airplanes. This AD was prompted by a determination that, for certain airplanes, the skin pockets adjacent to the Air Traffic Control (ATC) antenna are susceptible to widespread fatigue damage. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin panels at the chem-mill steps, which could result in sudden fracture and failure of the fuselage skin panels, and consequent rapid decompression of the airplane.
2001-09-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Model A330 series airplanes. This action requires repetitive inspections of the spars, rib, and stringers in the vertical stabilizer spar box for failure of the bonds to the skin, and repair, if necessary. It also requires modification of the vertical stabilizer spar box by installation of fasteners to reinforce the bonds to the skin, which terminates the repetitive inspections. This action is prompted by issuance of mandatory continuing airworthiness information. This action is necessary to prevent failure of the bonds of the vertical stabilizer spar box to the skin, which could lead to reduced structural integrity of the spar box. It is intended to address the identified unsafe condition.
2001-08-15: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce Corporation (formerly Allison Engine Company) AE 3007A, AE 3007A1/1, AE 3007A1/2, AE 3007A1, AE 3007A1/3, AE 3007A1P, and AE 3007A3 turbofan engines. This action requires initial and repetitive inspections for bearing material contamination of the engine oil system. This amendment is prompted by reports of rapid failures of the No. 1 bearing. The actions specified in this AD are intended to detect the rapid failure of the No. 1 bearing, which could result in smoke in the cabin and an uncommanded in-flight engine shutdown.