Results
71-16-02: 71-16-02 HAWKER-SIDDELEY AVIATION, LTD.: Amdt. 39-1251 as amended by Amendment 39-1329. Applies to Hawker-Siddeley Model DH-125 series 1A serial numbers 25013, 25104, 25016, 25018, 25021, 25022, 25026, 25027, 25030, 25031, 25034 through 25039, 25042, 25051 through 25053, 25057, and 25058; and series 1A-522 serial numbers 25017, 25020, 25023, 25029, 25032, 25033, 25043, 25046, 25047, 25060, 25064, 25065, 25066, 25068, 25070, 25073 through 25075, 25078, 25079, 25082 through 25084, 25086 through 25088, 25091, 25093, and 25095 airplanes. To prevent a hazardous drift in the Rotax voltage sensing unit, within the next 200 hours' time in service after the effective date of this AD, unless already accomplished, incorporate Rotax Modification No. SP.7172 by replacing the transistor T.1 in the Rotax Voltage Sensing Unit Type U.3624 or U.3624/1 with a new transistor in accordance with Hawker Siddeley Aviation, Ltd., 125 Series Aircraft Service Bulletin 24/124 (7355), dated July 9, 1970, or later ARB-approved issue or FAA-approved equivalent. Amendment 39-1251 became effective August 23, 1971. This Amendment 39-1329 becomes effective November 5, 1971.
2021-12-16: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (AHD) Model MBB-BK117 C-2 and MBB- BK117 D-2 helicopters. This AD was prompted by a report of increased control force in the collective axis. This AD requires repetitive visual inspections of the main rotor actuator (MRA), 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.
2004-06-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires checking the identification plate on the ram air turbine (RAT) actuator and re-identifying the actuator or replacing the actuator with one which has been cleaned and tested by its manufacturer. This action is necessary to prevent jamming of the RAT actuator in an emergency which requires deployment of the RAT, and consequent loss of hydraulic and electrical power in the airplane. This action is intended to address the identified unsafe condition.
2021-13-01: The FAA is adopting a new airworthiness directive (AD) for Leonardo S.p.a. (Type Certificate previously held by Agusta S.p.A.) Model AB139 and AW139 helicopters and Leonardo S.p.a. (Type Certificate previously held by AgustaWestland S.p.A.) Model AW189 helicopters. This AD was prompted by reports of missing lock wire and loose fasteners. This AD requires a one-time inspection of the main rotor (M/R) slip ring and depending on the outcome, removing the M/R slip ring from service, removing screws and washers from service, applying torque, installing lock wire, and re-identifying the M/R slip ring. This AD also prohibits the installation of certain M/R slip rings. The FAA is issuing this AD to address the unsafe condition on these products.
76-22-07: 76-22-07 MCDONNELL DOUGLAS CORPORATION: Amendment 39-2759. Applies to McDonnell Douglas Model DC-9 series airplane, certificated in all categories, having American Safety Flight Systems, Inc. seat belt Model 444657 and 444660 installed on the flight attendant's seat located on the aft pressure bulkhead door. \n\n\tCompliance required within the next 1200 hours time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent possible injury to the occupant of the aft flight attendant's seat, accomplish either of the following: \n\n\t(a)\tInstall a placard on the flight attendant's seat, located on the aft pressure bulkhead door which reads: \n\n\t\t"DO NOT OCCUPY", or \n\n\t(b)\tReplace the bungee cord at the aft flight attendant's seat located on the aft pressure bulkhead door in accordance with McDonnell Douglas Service Bulletin 25-210, October 8, 1976, later FAA approved revisions, or in a manner approved by the Chief, Aircraft Engineering Division, FAA,Western Region. \n\n\tNOTE: The subject seat belts were installed at a particular time during factory production and may also have been installed in the field in accordance with Service Bulletin 25-147. \n\n\tThis amendment becomes effective December 10, 1976.
97-23-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that requires replacement of certain overhead electronics units (OEU) of the passenger address and entertainment communication systems with modified OEU's. This amendment is prompted by reports of smoke coming from the overhead panels near the passenger reading lights, which was caused by overheating of the transformers located in the OEU's. The actions specified by this AD are intended to prevent overheating of the transformers, which potentially could cause a fire in the transformer assembly and/or electronic components located in the OEU and could cause smoke to enter the passenger cabin.
95-22-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes. This action requires replacement of the rear pintle pin of both main landing gears (MLG) with an improved pintle pin assembly. This amendment is prompted by the results of fatigue testing, which demonstrated that fatigue cracking can occur in the heads of these pintle pins. The actions specified in this AD are intended to prevent the initiation and propagation of such fatigue cracking, which could lead to the failure of the pintle pins and consequent collapse of the MLG.
2021-13-21: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139, AW139, and AW189 helicopters. This AD was prompted by a report of the in-flight failure of one of the three stainless steel external rings bonded to the main rotor swashplate boot. This AD requires repetitive inspections of these stainless steel external rings for corrosion, cracks, and the condition of the adhesive that bonds the rings to the main rotor swashplate boot, and corrective action if necessary, 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.
76-08-06: 76-08-06 BRANTLY: Amendment 39-2584. Applies to Model 305 helicopters certificated in all categories. Compliance required as indicated after the effective date of this AD, unless already accomplished. (a) Prior to further flight after January 18, 1968, remove Brantly torsion strap assemblies, P/N C0976-1 or P/N D2225-1, and replace with Brantly torsion strap assemblies, P/N D2225-3, in accordance with Brantly service kit, SK 305-67-5, dated December 15, 1967, Drawing D8001, Revision A, or later FAA approved revision, and Brantly Maintenance and Overhaul Instructions, revised December 18, 1967. Thereafter, replacement parts of the same numbers must be removed and replaced prior to accumulating 400 hours' time in service or sooner if Brantly clevis bearing, P/N ESJ 74837 or P/N 36NBC2048YZP, does not meet the conditions specified in paragraph (c) of this AD. (b) Prior to further flight after January 18, 1968, remove Brantly main rotor hub clevis bearings, P/N ESJ 74837, and replace with unused Brantly serialized bearings, P/N ESJ 74837 or 36NBC2048YZP, in accordance with Brantly service kit, SK 305-67-5, dated December 15, 1967, Drawing D8001, Revision A, or later FAA approved revision, and Brantly Maintenance and Overhaul Instructions revised December 18, 1967. Bearings with the same part number must be used in the hub clevis. The clevis bearings must be hand packed with special lubricant and lubricated daily in accordance with Brantly Maintenance and Overhaul Instructions, revised December 18, 1967. (c) Thereafter, at intervals not to exceed 50 hours' time in service from the last inspection, accomplish the following: (1) Remove the clevis bearings from the hub assembly in accordance with the Brantly Maintenance and Overhaul Instructions, revised December 18, 1967, or in accordance with FAA approved equivalent procedures. (2) Inspect each clevis bearing for deterioration or roughness as follows: (i) Clean each bearing and inspect the grease residue for metallic particles. Maintain the bearing races indexing as removed from the clevis. (ii) Load each bearing by hand and rotate the bearing a few degrees, back and forth, to detect bearing roughness. (3) Remove the clevis bearings from further service if metallic particles were found in the grease residue or if the bearing has any roughness. The associated torsion strap assembly must be removed from further service also. (4) If the clevis bearings are not rough and have no metallic particles in the residue, the clevis bearings may be installed but must be rotated 180 degrees from the index mark per Brantly Maintenance and Overhaul Instructions, revised December 18, 1967, or per FAA approved equivalent procedures. (5) After rotation of the clevis bearing and after an additional 50 hours' time in service (100 hours' total time in service), the clevis bearing must be inspected, retired from service, and replaced with a clevis bearing serialized and manufactured in accordance with the type design. If replaced by a used Brantly serialized clevis bearing, the total accumulated service life must not exceed the service life limitations specified above. (d) Compliance with applicable parts of AD 68-01-07 is equivalent to compliance with the same applicable parts of this AD. (Brantly Helicopter Service Letter No. 103 dated February 10, 1976, pertains to use of the alternate clevis bearing.) This supersedes Amendment 39-541 (33 F.R. 626), AD 68-01-07 that superseded Amendment 39-435 (32 F.R. 8708), AD 67-19-01. This amendment becomes effective on receipt of the mailed amendment and is effective to all other persons on May 25, 1976.
67-18-02: 67-18-02 BOEING: Amdt. No. 39-424, Part 39, Federal Register May 27, 1967. Applies to Boeing Model 707 and 720 Series airplanes. \n\n\tCompliance required as indicated.\n \n\tTo prevent fires in the water and electrical galley supply boxes due to water seepage, accomplish the following: \n\n\t(a)\tWithin the next 300 hours' time in service after the effective date of this AD and thereafter, within periods not to exceed 300 hours' time in service from the last inspection, visually inspect each water and electrical galley supply box for water entrapment at the electrical connectors located therein.\n \n\t(b)\tIf water is found trapped at an electrical connector, water traps, including but not limited to tubing, clamps, bushings or boots, must be removed or modified in accordance with a method approved by an FAA Air Carrier Maintenance Inspector. \n\n\t(c)\tWithin the next 3,000 hours' time in service after the effective date of this AD unless already accomplished, modify the water and electrical galley supply box in accordance with the "Accomplishment Instructions" of Boeing Service Bulletin 2428 or FAA-approved revision, or in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t(d)\tThe inspections required by paragraph (a) may be discontinued when the modification required by paragraph (c) is accomplished. \n\n\t(e)\tUpon request of the operator, an FAA Air Carrier Maintenance Inspector, subject to prior approval of the Regional Director, FAA, Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tThis directive effective June 26, 1967.