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2002-09-09: This amendment adopts a new airworthiness directive (AD), that is applicable to Honeywell International, Inc., (formerly AlliedSignal, Inc., Textron Lycoming, Avco Lycoming, and Lycoming) former military T53 series turboshaft engines. This amendment requires conducting a revised operating cycle count (prorate) and initial and repetitive inspections for cracks of centrifugal compressor impellers. This amendment is prompted by a report of a military surplus helicopter that experienced low-cycle fatigue failure of the centrifugal compressor impeller, resulting in an uncontained engine failure. The actions specified by this AD are intended to prevent centrifugal compressor impeller failure, which can result in an uncontained engine failure, in-flight engine shutdown, or damage to the helicopter.
75-12-01: 75-12-01 SIKORSKY AIRCRAFT: Amendment 39-2221. Applies to S-61L, S-61N, S- 61R and S-61NM helicopters certificated in all categories including Military type CH-3C, HH- 3C, CH-3E, and HH-3E helicopters equipped with the following main rotor blades: (1) S6115-20501 series, prior to and including S6115-20501-9 main rotor blade assemblies. (2) S6115-20601 series, prior to and including S6115-20601-044 main rotor blade assemblies. (3) S6117-20101 series, prior to and including S6117-20101-053 main rotor blade assemblies. (4) S6188-15001 series, prior to and including S6188-15001-044 main rotor blade assemblies. Compliance required as indicated. (a) Prior to the first flight of each day, inspect each main rotor blade in accordance with Section 2, paragraph C of Sikorsky Service Bulletin No. S61B15-18B or later FAA-approved revisions for possible free counterweights or loose material in the blade spar cavity. If any sound is evident, remove the blade from service immediately and notify Sikorsky Aircraft Product Support Department. (b) If any unusual one-per-rev vibration is noted, inspect each main rotor blade prior to further flight for a possible free counter-weight or loose material in the spar cavity in accordance with Section 2, paragraph C of Sikorsky Service Bulletin No. 61B15-18B or later FAA-approved revisions. If any sound is evident, remove the blade from service immediately and notify Sikorsky Aircraft Product Support Department. (c) Upon request of the operator, equivalent methods of compliance with the inspection requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, New England Region, if the request contains substantiating data to justify that equivalent method for that operator. This supersedes Amendment 39-1992 (39 F.R. 37356), AD 74-22-02 and Amendment 39-2031 (39 F.R. 41739), AD 74-25-07. This amendment becomes effective June 12, 1975.
2012-23-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports of failure of wire support clamps in the forward section of the aft pressure bulkhead. This AD requires a detailed inspection of the clamps on the power feeder cable of the auxiliary power unit (APU) to determine if certain clamps are installed, and related investigative and corrective actions if necessary. We are issuing this AD to prevent failure of the clamp, which could result in wire chafing and potential arcing and consequent fire in section 48 (a flammable fluid leakage zone) or heat damage to the APU power feeder cable, insulation blankets, or pressure bulkhead.
2012-22-17: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200 and -300 series airplanes. This AD was prompted by reports of cracks in the inner chords at both left-side and right-side stations 859.5, 883.5, and 903.5. This AD requires repetitive inspections of the frame inner chord transition radius for cracks, and related investigative and corrective actions if necessary. We are issuing this AD to prevent large cracks in the frames and adjacent structure that can adversely affect the structural integrity of the airplane.
50-04-02: 50-04-02 SUPERIOR (Culver): Applies to All Model V, Serial V-3 Through V-357 and Model V2, Serial V2-503 Through V2-517 Not Previously Modified in Accordance With Superior Service Bulletin No. 18. Compliance required at the next 100-hour inspection but not later than February 1, 1951. The teeth of the final pinion, P/N 10528, in the gear reduction train of the landing gear retraction motor have inadequate strength to sustain the shock loads due to abrupt reversal of the landing gear retraction switch and to maladjusted limit switches. As stripping of these teeth makes the emergency extension system inoperative, gears 10528 and 10529 should be replaced with gears 11520 and 11521 which have stronger teeth and are obtainable from the Superior Aircraft Co., University Airport, 2501 North Hillside, Wichita 25, Kansas. (Superior Service Bulletin No. 18 dated November 19, 1947, covers this same subject.) This supersedes AD 48-05-02, and eliminates placard installation provisions.
2012-23-04: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-100 and -200 series airplanes. The existing AD currently requires various inspections for cracks in the outboard chord of the frame at body station (BS) 727 and in the outboard chord of stringer (S) 18A, and repair or replacement of cracked parts. This new AD adds airplanes to the applicability statement in the existing AD and adds inspections for cracks in the BS 727 frame outboard chords and the radius of the auxiliary chord, for certain airplanes. This new AD also removes the inspections of the outboard chord of S-18A required by the existing AD. This AD was prompted by several reports of fatigue cracking in the frame outboard chord at BS 727 and in the radius of the auxiliary chord on airplanes that were not affected by the existing AD. We are issuing this AD to detect and correct fatigue cracking of the outboard and auxiliary chords, which could result in reduced structural integrity of the outboard chord and consequent rapid decompression of the airplane.
99-20-08: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model MD-11 series airplanes. This action prohibits installation of a certain In-flight Entertainment Network system. This amendment is prompted by the results of a special certification review of the in-flight entertainment system installed on a Model MD-11 series airplane that was involved in a recent accident. The actions specified in this AD are intended to prevent possible confusion as the flightcrew performs their duties in response to a smoke/fumes emergency, which could impair their ability to correctly identify the source of the smoke/fumes and subsequently affect the continued safe flight and landing of the airplane.
2001-12-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain General Electric Company (GE) CT58 series and former military T58 series turboshaft engines. This action requires the removal from service of certain fuel flow divider assemblies, and replacement with serviceable parts. This amendment is prompted by reports of large volumes of fuel leakage from end caps on fuel flow divider assemblies. The actions specified in this AD are intended to prevent fuel flow divider assembly fuel leakage, which could cause an engine fire, leading to an in-flight engine shutdown and forced landing.
2012-23-05: We are adopting a new airworthiness directive (AD) for all Eurocopter Deutschland GmbH (ECD) Model MBB-BK117 C-2 helicopters with certain Generator Control Units (GCU) installed. This AD requires replacing the GCUs. This AD was prompted by reports of internal short circuits in certain GCUs. These actions are intended to prevent a short circuit, which could result in a loss of electrical generating power, loss of systems required for continued safe flight and landing, and subsequent loss of control of the helicopter.
2012-22-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-600 and A300 B4-600R, Model A300, and Model A310 series airplanes. This AD was prompted by reports of fatigue cracking in the crossbeams at the junction of the actuator beam of the lower deck cargo door. This AD requires repetitive inspections of the crossbeams of certain fuselage frames, and repair if necessary. We are issuing this AD to detect and correct cracking of the crossbeams at the junction of the actuator beam of the lower deck cargo door, which could result in failure to withstand ultimate load conditions, and consequent reduced structural integrity of the airplane.