Results
2003-22-03: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 768-60 and Trent 772-60 turbofan engines. This AD requires reworking the low pressure (LP) turbine nozzle vane case, the LP turbine bearing support exhaust case, and the support arm bracket assemblies. This AD is prompted by a report of an LP stage 4 blade failure at the blade shank, resulting in severe radial distortion of the rear flange of the LP turbine case and failure of a number of attaching bolts, resulting in enough flange separation to allow the release of high energy debris. We are issuing this AD to prevent possible uncontained LP turbine case failure and damage to the airplane.
2020-22-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-251N and -271N airplanes; Model A321- 251N, -271N, -272N, -252NX, and -271NX airplanes; Model A330-243, -343, and -941 airplanes; and Model A350-941 and -1041 airplanes. This AD was prompted by reports of removable \n\n((Page 70052)) \n\ndisplay units (RDUs) found undocked from the hosting display docking stations (DDSs). This AD requires removal of the RDUs or implementation of an operational restriction, and a one-time inspection of the RDU installation onto the DDS and, depending on findings, accomplishment of applicable corrective actions, 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.
66-22-04: 66-22-04 HILLER: Amdt. 39-280 Part 39 Federal Register September 2, 1966. Applies to Model UH-12D, UH-12E, UH-12E-L, UH-12L, and UH-12L4 Helicopters Equipped With Clutches, Mercury Clutch Corporation P/N's 4578-6 and 4692-6, Clutch Serial Numbers 8584 through 9317. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failures of the mercury clutch due to cracking at the inner corners of driver lug slots in the side plates, accomplish the following: (a) Visually inspect the side plates for cracks using at least 8-power magnification. (b) If cracks are found, replace clutch before further flight with a clutch of the same part number that has been inspected in accordance with this AD and found free of cracks. (Fairchild Hiller Service Information Letters Nos. 3052 and 5009, dated July 20, 1966, pertain to this subject). This directive effective September 2, 1966.
94-05-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive visual inspections of wire bundles to detect damage due to chafing, and repair of damaged wires. This amendment revises the inspection and repair procedures, and provides a terminating action, which, if accomplished, will eliminate the need for the currently required inspections. This amendment is prompted by data that substantiates the need for new inspection and repair procedures. The actions specified by this AD are intended to prevent smoke and fire in the cockpit emanating from wire bundles and loss of essential cockpit instruments necessary for continued safe flight and landing of the airplane.
69-20-04: 69-20-04 FAIRCHILD-HILLER: Amdt. 39-849. Applies to F-27 and FH-227 type airplanes certificated in all categories and incorporating rear passenger door spindle, P/N 27-313006-3, -5, -7, or -9. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To provide a more positive retention of the passenger door locking mechanism accomplish the following: (a) For F-27 type airplanes with spindle, P/N 27-313006-3, installed in the door lock mechanism, comply with Section D(1) through D(8) of Revision 1 of Fairchild Hiller Service Bulletin No. F-27-52-27 dated June 17, 1969. In place of Step "D(5)", rig the door mechanism in accordance with Fairchild Hiller Service Bulletin No. F-27-52-19, dated June 17, 1969. (b) For F-27 type airplanes with spindle, P/N 27-313006-5, 27-313006-7, or 27-313006-9, installed in the door lock mechanism, comply with Section E(1) through E(8) of Revision 1- of Fairchild Hiller Service Bulletin No. F-27-52-27, dated June 17, 1969. Rig the door mechanism in accordance with Fairchild Hiller Service Bulletin No. F-27-52-19, dated June 17, 1969. (c) For FH-227 type airplanes with spindle, P/N 27-313006-5, 27-313006-7, or 27-313006-9, installed in the door lock mechanism, comply with the "Accomplishment Instructions" of Fairchild Hiller Service Bulletin No. FH-227-52-13, dated June 17, 1969. (d) An equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may be used in lieu of the foregoing methods. (e) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment effective November 3, 1969.
2003-22-02: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce (RR) plc RB211 Trent 556-61 turbofan engines. This AD requires a gauge inspection of the space between the high pressure (HP) fuel tubes adaptor face and seals, and a gauge inspection of the space between the fuel flow transmitter and seals, for evidence of permanent distortion of the face of the fuel tube connecting flanges, and replacement of parts if necessary. This AD is prompted by a report of fuel leaking from the engine fan cowl during an aircraft taxi. We are issuing this AD to prevent in-flight fuel leaks, which could result in an engine fire.
2020-22-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS332C1 and AS332L1 helicopters. This AD was prompted by a report that the affected helicopters use the same ''flight/ground'' logic signal, instead of independent redundant signals. This AD requires amending the emergency procedures of the existing rotorcraft flight manual (RFM) for your helicopter, a wiring modification of the ''flight/ground'' logic signal source of the attitude and heading reference system (AHRS) 1, and then removal of the amendment to the existing RFM for your helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
2009-15-15: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 427 helicopters. This AD results from mandatory continuing airworthiness information (MCAI) originated by the aviation authority of Canada to identify and correct an unsafe condition on an aviation product. Transport Canada, the aviation authority of Canada, with which we have a bilateral agreement, states that it has been determined that the existing hardware connecting the vertical fin to the tail rotor gearbox needs to be upgraded to prevent the vertical fin from becoming loose. BHTC has received reports of loose vertical fins discovered during inspections. Investigation revealed that the current vertical fin attachment hardware may not provide adequate clamp-up. If not corrected, the vertical fin could become loose and cause vibration, which could lead to subsequent loss of control of the helicopter. This AD requires actions that are intended to address this unsafe condition.
2020-22-07: The FAA is adopting a new airworthiness directive (AD) for all Bell Textron Inc. (Type Certificate previously held by Bell Helicopter Textron Inc.) Model 412, 412CF, and 412EP helicopters. This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter. This AD was prompted by an accident and multiple reports of a cracked main gearbox (MGB) support case. The FAA is issuing this AD to address the unsafe condition on these products.
67-19-03: 67-19-03 CANADAIR: Amdt. 39-431, Part 39, Federal Register June 6, 1967. Applies to CL-44D4 Type airplanes. Compliance required as indicated. To detect cracks in the horizontal stabilizer front spar web, accomplish the following: (a) For horizontal stabilizers with 13,500 or more hours' time in service on the effective date of this AD inspect in accordance with (c) within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 225 hours' time in service, and thereafter at intervals not to exceed 250 hours' time in service from the last inspection. (b) For horizontal stabilizers with less than 13,500 hours' time in service on the effective date of this AD, inspect in accordance with (c) before the accumulation of 13,525 hours' time in service unless accomplished after the accumulation of 13,275 hours' time in service, and thereafter at intervals not to exceed 250 hours' time in service from the last inspection. (c) Remove the horizontal stabilizer leading edge access panels, P/N 912-2 and P/N 913-2 (Station 52 to 59), and visually inspect the front spar web for cracks from Station 56 to 77, or use an FAA-approved equivalent inspection. If a crack is found comply with (d) before further flight. (d) Repair cracked parts with an FAA-approved repair or replace the cracked part with a part of the same part number that has been inspected in accordance with (c) and found free of cracks, or with an FAA-approved equivalent part. (e) The repetitive inspection required by (a) and (b) may be discontinued when the horizontal stabilizer front spar web is modified in accordance with an FAA-approved modification. (f) Equivalent inspections may be approved by an FAA maintenance inspector. Equivalent repairs, parts, and modifications must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (g) Upon request with substantiating data submitted through an FAAmaintenance inspector, the compliance times specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment effective June 10, 1967.