Results
2013-16-14: We are adopting a new airworthiness directive (AD) for all Eurocopter Deutschland GmbH (ECD) EC 135 P1, P2, P2+, T1, T2, and T2+ helicopters equipped with a certain main transmission housing upper part. This AD requires installing a corrugated washer in the middle of the main transmission filter housing upper part and modifying the main transmission housing upper part. This AD was prompted by an inspection of housing upper parts that revealed the bypass inlet in the oil filter area was not manufactured in accordance with applicable design specifications. The actions of this AD are intended to prevent failure of the main transmission and subsequent loss of control of the helicopter.
73-26-09: 73-26-09 CESSNA: Amendment 39-1763 as amended by Amendment 39-1983. Applies to Model 500 (Serial Numbers 500-0001 through 500-0183) airplanes, with 400 or more hours' time in service. Compliance: Required as indicated, unless already accomplished. To detect cracks in the left and right flight compartment side windows (P/Ns 5511265-3 and -4), within the next 25 hours' time in service after the effective date of this AD, (on all airplanes with 400 or more hours' time in service) and thereafter at intervals not to exceed 200 hours' time in service, except as provided in Paragraph B(2), accomplish the following in accordance with the inspection procedures set forth in Cessna Service Letter SL56-2, dated November 9, 1973, or FAA-approved revisions or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region: A) Either by use of x-ray procedures outlined in Cessna Service Letter SL56-2, dated November 9, 1973, inspect the flight compartment side windows (P/Ns 5511265-3 and -4) at the attachment locations, or in the alternative, visually inspect the window attachment locations by first removing the window outside retainers in accordance with the manufacturer's service instructions. B) (1) Prior to further pressurized flight replace unairworthy windows if as a result of any inspection required by this AD any of the following conditions are found: (a) A crack is visible in the window pane which has progressed past the edge of the retainer. (b) Any three or more screw holes are interconnected by a crack. (c) A crack has progressed to three inches or longer. (d) The sum of individual crack lengths exceeds six inches. (2) If a crack is discovered in a window pane but does not exceed any of the conditions specified in Paragraph B(1), inspect the window panes each 100 hours' time in service thereafter per Paragraph A of the AD until the window panes are replaced. C) Upon accumulation of 400 hours' time in service inspect replacement window panes in accordance with the requirements of this AD. D) The inspections and 400 hour window replacement requirements of this AD may be discontinued upon installation of left and right flight compartment side windows (P/N 5511285-3 and -4) in accordance with Cessna Service Bulletin SB 56-4 dated July 24, 1974, or later approved revisions. Any equivalent method must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-1763 became effective December 26, 1973. This Amendment 39-1983 becomes effective October 9, 1974.
2013-17-01: We are adopting a new airworthiness directive (AD) for certain Eurocopter France (Eurocopter) Model AS350 and AS355 helicopters. This AD [[Page 54381]] requires inspecting the tail rotor control stop screws to determine if they are correctly aligned and adjusting the screws if they are misaligned. This AD is prompted by the discovery of a loose nut on the tail rotor control stop and a misaligned tail rotor control stop screw. The actions of this AD are intended to detect a loose nut or a misaligned stop screw, which, if not corrected, could limit yaw authority, and consequently, result in a loss of helicopter control.
2018-06-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. This AD was prompted by a report of fatigue cracking found in a certain fuselage frame, which severed the inner chord and web. This AD requires inspecting the fuselage frame for existing repairs, repetitive inspections, and applicable repairs. We are issuing this AD to address the unsafe condition on these products.
2003-11-15: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model MD-90-30 airplanes, that requires replacing the lanyards on the pressure relief door for the thrust reverser with new, improved lanyards, and doing associated modifications. This action is necessary to ensure that the lanyards on the pressure relief door have adequate strength. Lanyards of inadequate strength could allow the pressure relief door to detach from the thrust reverser in the event that an engine bleed air duct bursts, which could result in the detached door striking and damaging the horizontal stabilizer, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
90-09-07: 90-09-07 SCHWEIZER AIRCRAFT CORPORATION (HUGHES HELICOPTER INC): Amendment 39-6717. Final Rule of priority letter AD. Docket No. 90-ASW-29-AD. Applicability: Model 269C series helicopters, serial number (S/N) 0004 through 1456, certificated in any category. Compliance: Required prior to further flight after the effective date of this AD, unless already accomplished. To prevent possible loss of longitudinal cyclic control and subsequent loss of the helicopter, accomplish the following: (a) Inspect the lower longitudinal cyclic control rod assembly, part number (P/N) 269A9940-7, to verify the proper location of the rod spring attachment clamp, P/N AN735-9, and position of the spring attach angles as follows: (1) Gain access to the lower longitudinal cyclic control rod assembly. (2) Position the cyclic stick to the full forward position. Verify that the stud in the friction linkage is completely forward in the friction link slot. If not, see paragraph (b). (3) On the lower longitudinal cyclic control rod assembly, measure the distance between the aft face of the forward jam nut and the forward edge of the clamp, P/N AN735-9. The distance should be between 7.85 and 7.97 inches. If not, see paragraph (b). (4) Verify that the horizontal legs of the angles attached to the clamp, P/N AN735-9, are parallel to the control rod and aligned with each other. If not, see paragraph (b). If correct, prevent movement of the parts, and torque the clamp nut to 20-25 in-lb. (b) Adjust the clamp and the attached angles, if necessary, by disconnecting the springs and loosening the screw and nut holding the angles and clamp, P/N AN735-9, together. Set a distance of 7.85 to 7.97 inches between the aft face of the rod forward jam nut and the forward edge of the clamp, P/N AN735-9. Position the horizontal legs of the angles attached to the clamp, P/N AN735-9, parallel to the control rod, and align with each other. Prevent movementof the parts, and torque the nut to 20-25 in-lb. Determine that the clamp is secure. Reconnect the springs to the angles. (c) Install the new worm type hose clamp, P/N AN737TW22 or AN737TW24, on the control rod, forward of and touching the clamp, P/N AN735-9. Torque the screw to a range of 40-45 in-1b. Determine that the clamp is secure. (d) Aircraft may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the requirements of the AD can be accomplished, provided cyclic control displacement is not reduced. (e) Alternate inspections, modification, or other actions which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York. NOTE: Schweizer Service Bulletin No. B237 pertains to the requirements of this AD. This amendment (39-6717, AD 90-09-07) becomes effective October 3, 1990, as to allpersons except those persons to whom it was made immediately effective by Priority Letter AD 90-09-07, issued on April 24, 1990, which contained this amendment.
2000-16-06: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 430 helicopters. This AD requires replacing arm clamp screws (screws) in the yaw, roll, pitch, and collective syncro resolvers, and installing a guard bracket on the yaw, roll, pitch, and collective syncro resolvers. This AD is prompted by an operator's report that a yaw control channel jammed during freedom-of-control checks following maintenance. The actions specified by this AD are intended to prevent a jammed flight control and subsequent loss of control of the helicopter.
74-24-09: 74-24-09 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2022 as amended by Amendment 39-2390. Applies to Ai-Research Model GTCP30-54, -59, -70 and -92 Auxiliary Power Units (APU's), installed in, but not limited to Hawker Siddeley HS and DH-125, Beech Hawker BH-125, Lockheed Model 1329, AMD-BA Falcon 20, Jet Commander 1121, Fairchild F-27, Goodyear Blimp, NAMC YS-11, BAC Viscount, HFB Noratlas, and Douglas DC-7 (conversion) certificated in all categories. \n\n\tCompliance required as indicated to detect, correct and prevent turbine wheel hub separation, accomplish the following: \n\n\t(a)\tAPU serial numbers prior to 29046: \n\n\t\tWithin the next 25 hours of APU operating time in service after the effective date of Amendment 39-2022 (for Model GTCP30-92 APU's), or 25 hours of operating time in service after the effective date of the Amendment 39-2390 (for Models GTCP30-54, -59, and -70 APU's), unless previously accomplished, inspect the clearance between the turbine wheel and the stationary seal at a minimum of six (6) approximately equally spaced circumferential positions using a tool and procedures described in Paragraph 2.B and C. of AiResearch Service Bulletin GTCP30-49-3649, dated October 17, 1974, or later FAA-approved revisions. The clearance must be a minimum of 0.075 inch at each measured position. If clearance is less than minimum, the condition must be corrected before further operation. \n\n\t(b)\tAll serial number APU's: \n\n\t\tBefore exceeding 500 APU operating hours time in service, or, 50 hours of additional APU operating time in service after the effective date of Amendment 39-2022, whichever occurs later (for Model GTCP30-92 APU's only), or, before exceeding 500 APU operating hours time in service, or 50 hours of additional APU operating time in service from the effective date of Amendment 39-2390 (for Models GTCP30-54, -59, and -70 APU's), whichever occurs later, and at intervals not to exceed 500 hours of APU operating time in service thereafter, inspect the turbine wheel hub "saddle area" for presence of fatigue cracks. If cracks are detected, replace turbine wheel with a serviceable part before further operation. AiResearch Service Bulletin GTCP30-49-3649, dated October 17, 1974, or later FAA-approved revisions, describes an acceptable method of performing this inspection. \n\n\t(c)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. \n\n\tAmendment 39-2022 became effective November 29, 1974, for all persons except those to whom it was made effective by airmail letter dated November 8, 1974. \n\n\tThis amendment 39-2390 becomes effective November 19, 1975.
2013-17-09: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports that certain trimmable horizontal stabilizer actuators (THSA) were found with corrosion that affected the ballscrew lower splines between the tie-bar and screw-jack. This AD requires repetitive inspections of the THSA; ballscrew integrity tests, if necessary; and replacement of affected THSAs. We are issuing this AD to detect and correct corrosion in the ballscrew lower splines, which, if the ballscrew ruptured, could lead to transmission of THSA torque loads from the ballscrew to the tie-bar, prompting THSA blowback, and possible loss of control of the airplane.
2013-16-26: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter series airplanes; Model A330-200 and - 300 series airplanes, and Model A340-200 and -300 series airplanes. This AD was prompted by reports of cracked adjacent frame forks of a forward cargo door. This AD requires repetitive detailed inspections for cracks and sheared, loose, or missing rivets of the forward cargo door and, for certain airplanes, of the aft cargo door, and repair if necessary. We are issuing this AD to detect and correct cracked or ruptured cargo door frames, which could result in reduced structural integrity of the forward or aft cargo door.