Results
98-07-10: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta S.p.A. (Agusta) Model AB 412 helicopters. This action requires an inspection of the tail rotor blades for debond voids and replacement, if necessary. This amendment is prompted by the loss of a tail rotor blade tip on a tail rotor blade while the helicopter was in service. This condition, if not corrected, could result in increased vibration levels, damage to the tail rotor drive system or tail rotor assembly, and subsequent loss of control of the helicopter.
2019-07-08: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Model GA8 and Model GA8-TC320 airplanes. 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 certain wing strut fittings manufactured with incorrect grain orientation, which has an unknown effect on fatigue related concerns. We are issuing this AD to require actions to address the unsafe condition on these products.
98-20-27: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300-600 series airplanes, that requires repetitive inspections to detect fatigue cracking of the wing top skin at the front spar joint; and a follow-on eddy current inspection and repair, if necessary. 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 detect and correct fatigue cracking of the wing top skin at the front spar joint, which could result in reduced structural integrity of the airplane.
86-05-01: 86-05-01 BOEING: Amendment 39-5246. Applies to all Model 747 series airplanes equipped with Rolls Royce engines, certificated in any category, listed in Boeing Alert Service Bulletin 747-71A2216, dated December 20, 1985. \n\n\tTo detect faulty self-locking nuts that could lead to separation of an engine, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 30 days after the effective date of this AD, perform a one-time inspection of the forward engine mount nuts for adequate self-locking torque, in accordance with Boeing Alert Service Bulletin 747-71A2216, dated December 20, 1985, or later FAA-approved revisions. \n\n\tB.\tDefective nuts must be replaced prior to further flight. \n\n\tC.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection time in this AD to permit compliance at an established inspection periodof that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tD.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial 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. \n\n\tAll persons affected by this proposal who have not already received information on inspection procedures from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This information 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. \n\n\tThis amendment becomes effective March 24, 1986.
87-26-09: 87-26-09 GLASER-DIRKS FLUGZEUGBAU GmbH: Amendment 39-5785. Applies to Model DG-400, work numbers 4-1 thru 4-178 certificated in any category. Compliance is required as indicated unless already accomplished. To prevent cracking of engine cable terminal connectors which could result in inability to obtain power in flight, accomplish the following: (a) Within the next 5 hours time-in-service after the effective date of this AD, and thereafter prior to each engine start, until accomplishment of paragraph c, check the terminals of cables 44w, 18w, and 20w for any signs of wear, chafing, or cracks in accordance with the methods indicated in Procedure (1) of Glaser-Dirks, Technical Note TN 826/19, dated March 3, 1987: (1) Procedure 1(A) applies to work numbers 4-1 to 4-105 inclusive. (2) Procedure 1(B) applies to work numbers 4-106 to 4-178 inclusive. NOTE: This check may be performed by the pilot. (b) If any signs of wear, chafing, or cracks exist, before further flight, modify and replace in accordance with Paragraph (c) of this AD. (c) Within 90 days after the effective date of this AD, unless previously accomplished as required by Paragraph (b), replace terminal connectors for cables 18w and 44w, and cable 20w, if applicable, in accordance with Procedure 2 of Glaser-Dirks Technical Note TN 826/19 and Glasser-Dirks Service Instruction 1/9/86, dated March 10, 1987: (1) Part I of Service Instruction 1/9/86 applies to work numbers 4-1 to 4- 105. (2) Part II of Service Instruction 1/9/86 applies to work numbers 4-106 to 4- 150. (3) Part III of Service Instruction 1/9/86 applies to work numbers 4-151 to 4- 178. Motor gliders affected by this AD may be ferried in accordance with the provisions of FAR Section 21.197 and 21.199 to a base where the AD may be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, 15 Rue de la Loi B-1040, Brussels, Belgium; telephone 513.38.30 Ext. 2710 or the Manager, New York Aircraft Certification Office, Federal Aviation Administration, New England Region, 181 S. Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Glasser-Dirks Technical Note TN 826/19, dated March 3, 1987, and Service Instruction 1/9/86, dated March 10, 1987, identified and described in this document, 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 Glaser-Dirks Flugzeugbau GmbH, Im Schollengarten 19-20, D-7520 Bruchsal 4, Federal Republic of Germany. These documents may also be examined at the office of the Regional Counsel, Rules Docket No. 87-ANE-32, Room 311, Federal Aviation Administration, New England Region, 12 New England Executive Park. This amendment becomes effective December 23, 1987.
85-05-02: 85-05-02 BEECH: Amendment 39-5012. Applies to Models 23 (S/N M-2, M-4 thru M-554); A23 (S/N M-3, M-555 thru M-900); A23A (S/N M-901 thru M-1094); A23-19 (S/N MB-1 thru MB-288); A23-24 (S/N MA-1 thru MA-363); A24 (S/N MA-364 thru MA-368); 19A (S/N MB-289 thru MB-460); M19A (S/N MB-461 thru MB-480); B19 (S/N MB-481 thru MB-905); B23 (S/N M-1095 thru M-1284); C23 (S/N M-1285 thru M-2223); A24R (S/N MC-2 thru MC-150); B24R (S/N MC-152 thru MC-448, MC-450, MC-451); and C24R (S/N MC-449, MC-452 thru MC-688, MC-690 thru MC-695) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent the inadvertent selection of a fuel selector "off" position, accomplish the following: (a) Modify the fuel selector guard by incorporating the Selector Stop, Part Number 169-920041-9 and appropriate decal as described in Beechcraft Mandatory Service Bulletin No. 2053 dated February 1985, or Beechcraft Service Instructions No. 1095, Revision 1. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An equivalent means of compliance with the AD may be used, if approved, by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946- 4400. This amendment becomes effective on April 25, 1985.
2006-17-13: The FAA is adopting a new airworthiness directive (AD) for certain RECARO Model 3410 302, 303, 306, 307, 314, 316, 317, 791, 792, and 795 series seats. This AD requires replacing the existing attachment bolts for the seat belts with longer attachment bolts. This AD results from a report of short attachment bolts that don't allow enough thread to properly secure the locknuts. We are issuing this AD to prevent a seat belt from detaching due to a loose locknut and attachment bolt, which could result in injury to an occupant during emergency conditions.
98-16-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A310, and A300-600 series airplanes, that requires a one-time operational test of the fire shut-off valves (FSOV s) to determine if the FSOV s are functioning correctly, and replacement of failed parts with new or serviceable parts. 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 failure of the FSOV s to close, which could result in failure of the engine fire shut-off system, and consequent inability to extinguish an engine fire.
79-10-15: 79-10-15 CESSNA: Amendment 39-3473 as amended by Amendment 39-3652 is further amended by Amendment 39-3711. Applies to Models 401, 401A, 401B, 402, 402A, 402B, 411 and 411A airplanes. COMPLIANCE: Required as indicated, unless already accomplished. To detect fatigue cracks in critical components of the wing structure, accomplish the following: A) On all 401, 401A, 401B, 402, 402A, and 402B airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 6,400 or more hours' time-in-service, or upon the accumulation of 6,500 hours' time-in-service for aircraft with less than 6,400 hours' time-in-service and at each 1,000 hours' time-in-service interval thereafter, and On all 411 and 411A airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 5,400 or more hours' time-in-service or upon the accumulation of 5,500 hours' time-in-service, for aircraft with less than 5,400 hours' time-in-service and at each 1,000 hours' time-in-service interval thereafter: Inspect areas of the front wing spar lower cap and wing front spar root attach fittings identified as Areas A and B in Figures 1 and 2 of Cessna Multiengine Service Information Letter ME 79-16, Revision 3, dated February 8, 1980, for fatigue cracks using eddy current inspection methods at six (6) locations along the wing front spar lower cap (3 locations on the right wing and 3 identical locations on the left wing) in accordance with Part 2 of the instruction provided in the Service Information Letter. (Note: High frequency eddy current inspection is used for Areas A and B.) B) On all 401, 401A, 401B, 402, 402A and 402B airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 6,400 or more hours' time-in-service, or upon the accumulation of 6,500 hours' time-in-service for aircraft with less than 6,400 hours' time-in-service and at each 400 hours' time-in-service interval thereafter, and On all 411 and 411A airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 5,400 or more hours' time-in-service or upon the accumulation of 5,500 hours' time-in-service for aircraft with less than 5,400 hours' time-in-service and at each 400 hours' time-in-service interval thereafter: Inspect right and left front wing spar lower cap areas identified as Area C (crosshatched areas) in Figure 3 of Cessna Multiengine Service Information Letter ME 79-16, Revision 3, dated February 8, 1980, for fatigue cracks using eddy current inspection methods in accordance with Part 3 of the instructions provided in said Service Information Letter. (Note: Low frequency eddy current inspection is used for Area C.) NOTE: Inspections previously accomplished in complying with earlier versions of this AD are still valid and Revision 3 to ME 79-16 leaves inspection intervals unchanged. C) If cracks are found as a result of anyinspection performed pursuant to Paragraphs A and B of this AD, prior to further flight, contact Cessna Aircraft Corporation for repair or replacement instructions approved in accordance with its Delegation Option Authorization and satisfactorily perform said instructions. D) As an alternative, inspection intervals set forth in Paragraphs A and B of this AD may be adjusted up to maximum intervals of 1,050 and 420 hours' time-in-service respectively to allow said inspections to be performed at regularly scheduled inspections or maintenance periods. The 1,000 hours repetitive inspections required by Paragraph A may be accomplished at 800 hour intervals (every other 400 hour inspection required by Paragraph B) if owners/operators elect to do so. If Paragraph A inspections are performed at 800 hour intervals, the interval may be adjusted up to a maximum of 840 hours' time-in-service to permit accomplishment at previously scheduled maintenance inspections or maintenance periods.E) When the front wing spar lower cap is modified by the installation of Cessna Service Kit SK402-36 or SK411-56, as appropriate, per Cessna Multi-engine Service Information Letter ME 79-16, Revision 3 dated February 8, 1980, the repetitive inspection made mandatory by Paragraph B) of this AD are no longer required. NOTE: Airplanes so modified may be subject to new mandatory inspection procedures at a later date. F) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the inspections required by this AD can be performed. G) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: Cessna Aircraft Company requests, in Part 5 of ME 79-16, Revision 3, reporting of the initial inspection results to their Customer Service Department. The FAA encourages mechanics and owners/operators to comply with this request to facilitate the manufacturer's monitoring of this inspection program. This AD supersedes AD 77-02-05, Amendment 39-2815 (39 FR 20784). Amendment 39-3473 became effective May 25, 1979. Amendment 39-3652 became effective December 26, 1979. This amendment 39-3711 becomes effective February 27, 1980.
98-17-15: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-17-15 which was sent previously to all known U.S. owners and operators of Sikorsky Aircraft Corporation Model S-76A, B, and C helicopters by individual letters. This AD requires, before further flight, a one-time visual inspection of the swashplate assembly uniball bearing retainer (retainer) for missing bolts, an inspection with a magnet to detect aluminum bolts, and replacing missing or aluminum bolts with airworthy steel bolts. This amendment is prompted by reports of the installation of aluminum bolts on swashplate assemblies. This condition, if not corrected, could result in failure of the swashplate assembly, loss of the main rotor, and subsequent loss of control of the helicopter.