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83-06-01: 83-06-01 BOEING: Amendment 39-4589. Applies to Boeing Model 767 Series Airplanes certificated in all categories. To prevent loss of engine throttle control due to power lever cable icing, accomplish the following within 30 days from the effective date of this AD, unless already accomplished. \n\tA.\tInstall ice shields on the number 6 and 7 slats per Boeing Service Bulletin 767-30-2, dated December 13, 1982, or later FAA approved revision. \n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.199 to operate airplanes to a base for the accomplishment of this AD. \n\tC.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tThis amendment becomes effective April 4, 1983.
2003-21-07: The FAA is adopting a new airworthiness directive (AD) for certain The Cessna Aircraft Company (Cessna) Model 525 airplanes. This AD requires you to disengage the pitch trim circuit breaker and AP servo circuit breaker and then tie strap each of them to prevent them from being engaged. This AD is the result of analysis that reveals the potential for a single-wire shorting to 28 volts or a failure of a relay in the electric pitch trim system such that the relay contacts remain closed. We are issuing this AD to correct this single-point failure in the electric pitch trim system, which will result in a runaway pitch trim condition where the pilot could not disconnect using the control wheel autopilot/trim disconnect switch. Failure of the electric trim system would result in a large pitch mistrim and would cause excessive control forces that the pilot could not overcome.
94-24-06: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Corporate Jets Model BH/HS 125-600A and -700A series airplanes, that requires installation of two new circuit breakers in the 6 volt output circuits of the flight deck lighting transformers on electrical Panel 'RY,' below the right pilot's seat. This amendment is prompted by a report of smoke in the flight deck due to a lighting transformer 6 volt output circuit short circuiting to ground. The actions specified by this AD are intended to prevent smoke or fire in the flight deck due to inadequate circuit protection for 6 volt circuits of the flight deck lighting transformer.
61-20-01: 61-20-01 AUTO CRAT MANUFACTURING COMPANY SAFETY BELT: Amdt. 341 Part 507 Federal Register September 23, 1961. Applies to All Aircraft Equipped With Auto Crat Model BN 1-1700 Series Safety Belts. Compliance required within the next 25 hours' time in service after the effective date of this AD. It has been determined by static test that the Auto Crat safety belt Model BN 1-1700 assemblies manufactured under Technical Standard Order C22 standards do not meet the minimum strength requirements of this TSO. Accordingly, these belt assemblies must either be replaced with belt assemblies that conform to TSO-C22 standards, or be reworked to incorporate a steel frame buckle BN 1-2000AW supplied by Auto Crat, or equivalent. When this steel frame buckle is installed, the modified belt assembly becomes Model BN 1-2000, which meets the TSO requirements and shall be marked with the new model number. (Auto Crat letters to various air carriers dated May 10, 1961, pertains to the same subject.) This directive effective October 24, 1961.
2020-20-09: The FAA is superseding Airworthiness Directives (ADs) 2015-14- 07, 2016-07-10, and 2016-24-09. AD 2015-14-07 applied to certain The Boeing Company Model 787-8 airplanes. AD 2016-07-10 and AD 2016-24-09 applied to all The Boeing Company Model 787-8 and 787-9 airplanes. ADs 2015-14-07, 2016-07-10, and 2016-24-09 required actions related to certain flight control module (FCM) software. This AD requires installing flight control electronics (FCE) common block point 5 (CBP5) software, which terminates the requirements of the ADs superseded by this AD. This AD was prompted by certain deficiencies in the FCM software, including a report of an unannunciated dual symmetric inboard slat skew. The FAA is issuing this AD to address the unsafe condition on these products.
2003-21-04: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Models 208 and 208B airplanes. This AD requires you to inspect the right inboard forward flap bell crank for cracks, deformation, and missing/incomplete welds. If cracks, deformation, or missing/incomplete welds are found, the AD would require you to immediately replace the flap bell crank or temporarily incorporate certain flap limitations. This AD is the result of reports of cracks and missing/incomplete welds in the right inboard forward flap bell crank. We are issuing this AD to prevent failure of the right inboard forward flap bell crank due to cracks, deformation, or missing/ incomplete welds. Such failure could lead to damage to the flap system and surrounding structure and result in reduced or loss of control of the airplane.
61-25-01: 61-25-01 CESSNA: Amdt. 376 Part 507 Federal Register December 9, 1961. Applies to All Models 120, 140, and 140A Aircraft, On Which A Met-Co-Aire Tricycle Landing Gear (STC SA4-916) Has Been Installed. Compliance required as indicated. To correct an unsafe condition in the main gear the following shall be accomplished: (a) Within 20 hours' time in service after the effective date of this AD and at periods thereafter not to exceed 100 hours' time in service: (1) Tighten and torque to 50-70 inch-pounds the four AN 4 bolts (two on each side) which extend through the Cessna main gear wedges and the Met-Co-Aire support plate, P/N RD-1001C-11. Care should be taken to insure that the AN 365 stop nuts have not bottomed on the bolt threads before adequately tightening the wedge in place as specified above; use metal washers under the nut or bolt heads as necessary. (2) Conduct a close visual inspection for cracks in the corners of the slots in the support plate, P/N RD-1001C-11, and in the attach plate. Parts exhibiting evidence of cracks shall be replaced with Met-Co-Aire P/N RD-1001C-6 or FAA approved equivalent. When a new part is installed, the repetitive inspection prescribed in this subparagraph may be discontinued. (b) Within 20 hours' time in service after the effective date of this AD: (1) Inspect the attachment of the top flanges of the bulkheads in the landing gear attachment box and perform such work as necessary to assure that all rivets which secure the box to the floor structure are properly installed. Refer to Met-Co-Aire installation instructions dated August 29, 1959, as revised January 1, 1961, for description and location of necessary rivets. (2) If installed, remove the adapter plates, Cessna P/N 0441147, which may have been used to extend the main gear wheels forward. (Met-Co-Aire Service Directive SD-1003 covers this same subject.) This directive effective December 20, 1961.
81-13-09 R2: 81-13-09 R2 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39-4175 as amended by Amendment 39-4280. Applies to Models AS350 and AS355 Series Helicopters, certificated in all categories, that are equipped with tail rotor blade pitch horns, P/N 350A12-1368-01 or -02 (Airworthiness Docket No. 81-ASW-28). Compliance required as indicated. To detect possible cracks and prevent failure of the tail rotor blade pitch horns, accomplish the following: (a) Within 10 hours' time in service after the effective date of this AD, unless already accomplished per Aerospatiale Telex Service No. 01.07A dated June 5, 1981, remove each pitch horn, clean and remove paint, inspect for flatness and inspect for cracks as specified in Aerospatiale Telex Service No. 01.07A. (b) Replace horns before further flight if not flat or if cracked. (c) Serviceable pitch horns that comply with this AD must be reinstalled as specified in the Aerospatiale Telex Service No. 01.07A. (d) For pitch horns, P/N 350A-12-1368-01, after initial compliance with paragraphs (a) and (c) of this AD and prior to the first flight of each day, conduct the following: (1) Clean thoroughly, the surface of each horn at the two-mounting bolts. (2) Inspect each horn for cracks using a five power or higher magnifying glass and light in the area of the mounting bolt countersink or spotface and adjacent radii of the yoke. (3) If a crack is found, remove the affected horn prior to further flight and install a serviceable horn as specified in paragraph (c) of this AD. (e) Equivalent means of compliance must be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (f) Special flight permits may be issued in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations to fly aircraft to a base where paragraphs (a) through (c) of this AD can be accomplished. (g) For pitch horns, P/N 350A12-1368-01, accomplish the following: (1) Horns with 400 hours' or more total time in service on July 31, 1981, remove from service within the next 50 hours' time in service. (2) Horns with less than 400 hours' total time in service on July 31, 1981, remove from service before attaining 450 hours' total time in service. (h) For pitch horns, P/N 350A-12-1368-02, remove from service on or before attaining 1,250 hours' total time in service. (i) AS350 Service Bulletin No. 01.07 Revision 2 and AS355 Service Bulletin No. 01.01 Revision 1 may be used instead of TELEX Service No. 01.07A. (Aerospatiale Telex Service No. 01.07B dated June 30, 1981, pertains to the 450 hour' limit.) Amendment 39-4175 became effective July 31, 1981, to all persons including those persons to whom it was made effective by priority mail AD No. 81-13-09 issued June 16, 1981, and to whom part of the amendment was made effective by priority mail AD 81-13-09 issued June 16, 1981. This amendment 39-4280 becomes effective December 18, 1981.
2020-20-16: The FAA is superseding Airworthiness Directive (AD) 2018-17- 05, which applied to all Airbus SAS \n\n((Page 63435)) \n\nModel A350-941 and -1041 airplanes. AD 2018-17-05 required a check of the insulation resistance of the direct drive solenoid valve (DDSOV) of each affected electro-hydrostatic actuator (EHA) and applicable corrective actions. Since the FAA issued AD 2018-17-05, it was determined that certain EHA part numbers can be modified and re- identified as specified in a European Union Aviation Safety Agency (EASA) AD, which could inadvertently remove certain part numbers from the applicability in other EHA-related ADs including AD 2018-17-05. This AD was prompted by reports of EHA units that were returned to the manufacturer with degraded insulation resistance in the DDSOV; investigation results revealed that moisture ingress, due to incorrect sealing application, had caused this degradation. This AD was also prompted by a report of a technical issue detected on EHAs installed on inboard ailerons and elevators, causing potential erroneous monitoring of those actuators. This AD requires a check of the insulation resistance of the DDSOV of each affected EHA and applicable corrective actions, and modification or replacement of certain EHAs; as specified in two EASA ADs, which are incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2020-20-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, EC 155B, EC155B1, AS350B3, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters. This AD requires inspecting the main rotor (M/R) servo actuators, and depending on the inspection results, replacing the affected part, applying a slippage mark, and reporting information. This AD was prompted by an incident of a sudden, strong nose-up attitude followed by intensive vibrations and increased loads on the flight controls during a cruise flight. The actions of this AD are intended to address an unsafe condition on these products.