Results
2010-16-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-16-51, which was sent previously to all known U.S. owners and operators of Eurocopter France (Eurocopter) Model SA330J helicopters by individual letters. This AD requires, within 10 hours time-in-service (TIS), inspecting for a gap between the main gearbox (MGB) oil cooling fan assembly (fan) rotor blade and the upper section of the guide vane bearing housing. This inspection must be accomplished by using a feeler gauge attached to a rigid rod. If the feeler gauge cannot be inserted between the blade and the housing, this AD requires replacing the two fan rotor shaft bearings with two airworthy bearings. This AD is prompted by the separation of a fan rotor blade that caused puncture holes in the transmission deck. This condition, if not corrected, could lead to damage to the hydraulic lines and flight controls, and subsequent loss of control of the helicopter.
2010-04-12: We are adopting a new airworthiness directive (AD) for certain Model DHC-8-100 and DHC-8-200 series airplanes, and DHC-8-301, -311, and -315 airplanes. This AD requires implementing a corrosion prevention and control program (CPCP) either by accomplishing specific tasks or by revising the maintenance inspection program to include a CPCP. This AD results from the determination that, as airplanes age, they are more likely to exhibit indications of corrosion. We are issuing this AD to prevent structural failure of the airplane due to corrosion.
95-12-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires a visual inspection to verify proper clearance between the engine fuel supply-line and the hydraulic line in certain areas, and replacement of damaged fuel lines. This amendment would also require installation of additional clamps on the out line of the lift-dumper in certain cases. This amendment is prompted by a report indicating that fuel was found leaking from the right-hand wheel bay on one airplane due to chafing of the fuel supply line. The actions specified by this AD are intended to prevent such chafing, which could result in fuel leakage, and, subsequently, lead to a possible fire hazard and engine fuel depravation.
2010-17-14: We are adopting a new airworthiness directive (AD) for certain Model 737-100 and -200 series airplanes. This AD requires repetitive inspections for cracking and damaged fasteners of certain fuselage frames and stub beams, and corrective actions if necessary. For certain airplanes, this AD also requires repetitive inspections for cracking of the inboard chord fastener hole of the frame at body station 639, stringer S-16, and corrective actions if necessary. For certain airplanes, this AD also requires an inspection to determine the edge margin of the lower chord. For airplanes with a certain short edge margin, this AD requires repetitive inspections for cracking, and corrective actions if necessary; replacing the lower chord terminates the repetitive inspections. This AD requires an eventual preventive modification. For certain airplanes, doing the modification or a repair terminates the repetitive inspections for the repaired or modified frame only. For airplanes on which themodification or repair is done at certain body stations, this AD requires repetitive inspections for cracking of certain frame webs and inner and outer chords, and corrective actions if necessary. For certain other airplanes, this AD requires a modification which includes reinforcing the body frame inner chords, replacing the stub beam upper chords and attach angles, and reinforcing the stub beam web. This AD results from reports of fatigue cracks at certain frame sections, in addition to stub beam cracking, caused by high flight cycle stresses from both pressurization and maneuver load. We are issuing this AD to detect and correct fatigue cracking of certain fuselage frames and stub beams, and possible severed frames, which could result in reduced structural integrity of the frames. This reduced structural integrity can increase loading in the fuselage skin, which will accelerate skin crack growth and result in rapid decompression of the fuselage.
2010-10-01 R1: We are revising an existing airworthiness directive (AD) for the products listed above. 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: Inspection of a high time aircraft has revealed cracks in the Horizontal Stabiliser rear spar splice plate and inboard main ribs around the area of the Horizontal Stabiliser rear pivot attachment. Additionally, failure of some attach bolts in service may be due to improper assembly. This amendment is issued to include an applicability matrix (Table 1, page 2) in the compliance section of the service bulletin for improved clarity. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective October 7, 2010. On October 7, 2010, the Director of the Federal Register approved the incorporation by reference of Gippsland Aeronautics Mandatory Service Bulletin SB-GA8-2002-02, Issue 6, dated April 21, 2010, listed in this AD. As of March 2, 2009 (74 FR 8159; February 24, 2009), the Director of the Federal Register approved the incorporation by reference of Gippsland Aeronautics Mandatory Service Bulletin SB-GA8-2002-02, Issue 5, dated November 13, 2008, listed in this AD.
78-20-10: 78-20-10 MCDONNELL DOUGLAS: Amendment 39-3310. Applies to DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories.\n\n\tCompliance required within the next 1800 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent the loss of related powered flight controls due to loss of fluid through brake return line failure accomplish the following:\n\n\t(a)\tRevise hydraulic system 1 and 3 by installing three check valves and, when applicable, new hydraulic piping, in accordance with McDonnell Douglas DC-10 Service Bulletin No. A29-113, Revision 2, dated April 4, 1978.\n\n\tNOTE: Service Bulletin A29-113, Revision 2, dated April 4, 1978, is the only version of this service bulletin suitable for compliance with paragraph (a) of this AD.\n\n\t(b)\tEquivalent modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n\n\t(c)\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 the inspections required by this AD.\n\n\tThis amendment becomes effective December 6, 1978.
92-25-07: 92-25-07 BRITISH AEROSPACE: Amendment 39-8422. Docket No. 92-NM-151-AD. Applicability: Model ATP series airplanes equipped with Lucas Generators, part number BA03303, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a generator malfunction, loss of engine oil, and engine shutdown or failure, accomplish the following: (a) Within 3 months after the effective date of this AD, replace the currently installed AC generator endplate fixing bolts, part number 79801316009, with longer bolts, part number 79801316013, in accordance with Lucas Aerospace Service Bulletin BA03303-24-3, dated June 12, 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with Lucas Aerospace Service Bulletin BA03303-24-3, dated June 12, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; orat the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on January 12, 1993.
2022-01-05: The FAA is superseding airworthiness directive (AD) 2021-24- 06, which applied to certain Airbus Helicopters Model EC130T2 helicopters. AD 2021-24-06 required repetitive visual inspections of the rivets on the rear transmission shaft bearing support and of the local structure for cracking and missing, loose, or sheared rivets and accomplishment of applicable corrective actions. This AD retains those requirements and adds repetitive visual inspections of the rivet heads on the left-hand and right-hand sides of the rear transmission shaft bearing support, revises a corrective action, and adds a reporting requirement, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also revises the special flight permit limitation from AD 2021-24-06. This AD was prompted by an additional report of loose rivet heads on the outside face of the tail boom corner support. The FAA is issuing this AD to address the unsafe condition on these products.
2010-18-09: We are adopting a new airworthiness directive (AD) for the products listed above. 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: There have been reports of engine surge, lack of response to Power Lever input and crew commanded engine shutdown on PW530A/ PW545A/PW545B engines powered aeroplanes. Investigation revealed engine intercompressor bleed valve/servo valve malfunction as the cause of the above problems, and that this problem is limited to engines fitted with low time (new or overhauled) bleed valve servo valves with either SB 30343 or 30404 incorporated. We are issuing this AD to prevent inflight loss of power of one or both of the engines and possible loss of control of the airplane.
67-13-03: 67-13-03 PILATUS: Amdt. 39-388, Part 39, Federal Register April 4, 1967. Applies to Model PC-6 Series Airplanes, Serial Numbers to 563. Compliance required as indicated. To prevent failure of rivets attaching the rudder control lever to the rudder post, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, visually inspect the rivets attaching the rudder control lever to the rudder post for defective or failed rivets. (b) If defective or failed rivets are found during the inspection required by (a), before further flight, replace the 3mm. diameter rivets with AN 470 AD 5-10 rivets, or FAA- approved equivalent. (c) The repetitive inspections required by (a) of this AD may be discontinued after the rudder control lever attachment is modified in accordancewith (b) of this AD. (Pilatus Aircraft Limited Service Bulletin No. 66 pertains to this subject.) This directive effective May 4, 1967.