Results
2013-18-08: We are superseding airworthiness directive (AD) 2004-18-06 for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 series airplanes. AD 2004-18-06 required repetitive inspections to find fatigue cracking of certain upper and lower skin panels of the fuselage, and follow-on and corrective actions if necessary. AD 2004- 18-06 also included a terminating action for the repetitive inspections of certain modified or repaired areas only. This new AD adds new inspections for cracking of the fuselage skin along certain chem-milled lines, and corrective actions if necessary. This new AD also reduces certain thresholds and intervals required by AD 2004-18-06. This AD was prompted by new findings of vertical cracks along chem-milled steps adjacent to the butt joints. We are issuing this AD to detect and correct fatigue cracking of the skin panels, which could result in sudden fracture and failure of the skin panels of the fuselage, and consequent rapid decompression ofthe airplane.
58-08-05: 58-08-05 HAMILTON STANDARD: Applies to All 34E, 43E, and 43H Propellers Installed on TC18DA and TC18EA Series Engines. Compliance required at first propeller overhaul after October 1, 1958, but not later than May 1, 1959. Cases of propeller-engine overspeeds have resulted in instances of failure to feather, reversing when feathering was initiated, and in aircraft fires. In order to provide a means for limiting propeller overspeeding so that the possibility of catastrophic conditions developing will be greatly minimized, install the "RPM-Sensitive Hydraulic Pitch Lock". (Hamilton Standard Service Bulletins Nos. 387, 472, and 472A cover this same subject.)
2000-20-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Models 1900, 1900C, and 1900D airplanes. This AD requires you to modify the cockpit voice recorder (CVR) system. This AD is the result of instances where the recording quality of the CVR in the affected airplanes was so poor that the information was practically unrecoverable. The actions specified by this AD are intended to correct substandard quality cockpit voice recordings caused by the configuration of the present CVR system, which could affect air safety if important information that the CVR provides is not available after an accident. This information helps determine the probable cause of an accident and aids in developing necessary corrective action or design changes to prevent future accidents.
2000-20-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Turbomeca Arriel 1 series turboshaft engines. This action requires the installation of a chip detector with electronic warning on the rear bearing oil return system. This amendment is prompted by reports of gas generator rear bearing failures. The actions specified in this AD are intended to prevent gas generator rear bearing failure, which could lead to an uncommanded engine shutdown.
2013-19-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 727 airplanes; Model 737-100, -200, and -200C series airplanes; and Model 747-100, -100B, -100B SUD, -200B, -200C, - 200F, -300, -400, -400D, -400F, 747SR, and 747SP series airplanes. This AD was prompted by a report of an activation of the control column shaker during takeoff. This AD requires performing a general visual inspection to determine if a certain angle of attack (AOA) sensor with a paddle type vane is installed, and, for affected sensors, performing an operational test of the stall warning system, and replacing the AOA sensor with a new sensor if necessary. We are issuing this AD to prevent erroneous activation of the control column shaker during takeoff, which could result in runway overrun, failure to clear terrain or obstacles after takeoff, or reduced controllability of the airplane.
75-26-13: 75-26-13 HAWKER SIDDELEY AVIATION: Amendment 39-2469. Applies to DH-125 series 3AR, S/N 25/148 and 149; series 3ARA, S/N 25/151, 152, 153, 155, 156, 158, 159, and NA 700 through NA 710; series 400 A, S/N NA 711 through NA 752 airplanes and to BH-125 series 400 A, S/N NA 753 through NA 780; and series 600A, S/N 25/6001 through 6004, 6007, 6009, 6010, 6011, 6013, 6014, 6016, 6018, 6020, 6022 through 6026, 6032, 6034, 6038, 6040, 6044, 6046, 6047, and 6051 airplanes. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent structural damage to the inboard end of the flaps which can result from landing on heavily watered, or slush, or snow covered runways, incorporate the structural modification to the inboard end of the flap (L/H & R/H) in accordance with the accomplishment instructions in Hawker Siddeley Aviation Ltd. Service Bulletin 27-112 (2426), Revision 1, dated March 11, 1975, or an FAA-approved equivalent. This amendment becomes effective on January 15, 1976.
2000-18-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A300-600, and A310 series airplanes, that requires replacement of the transformer rectifier units (TRU) in the avionics compartment with new, improved TRU's. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the TRU's. Failure of multiple TRU's could result in loss of the thrust reversers, autothrottle, flaps, and various systems (wing/cockpit window anti-ice, trim tank pumps, and windshield wipers) on the airplane; or incorrect information displayed to the flight crew.
95-12-01: This amendment supersedes Airworthiness Directive (AD) 93-21-12, which currently requires inspecting (one-time visual and dye penetrant) the wing forward spar fuselage attachment assembly for cracks or corrosion on certain Piper Aircraft Corporation (Piper) PA-25 series airplanes, and replacing or repairing any cracked or corroded part. This action requires repetitively inspecting (using ultrasonic and dye penetrant procedures) the wing forward spar fuselage attachment assembly for cracks or corrosion, replacing or repairing any cracked or corroded part, and reporting to the Federal Aviation Administration (FAA) the results of the inspections. This action is prompted by the FAA's lack of confidence in detecting internal corrosion in the wing forward spar fuselage attachment fittings while accomplishing the inspection methods required by AD 93-21-12. A report of a crack in the wing forward spar fuselage attachment assembly on an airplane where the inspection requirements ofAD 93-21-12 were accomplished also prompted this action. The actions specified by this AD are intended to prevent possible in-flight separation of the wing from the airplane caused by a cracked or corroded wing forward spar fuselage attachment assembly.
2013-19-07: We are adopting a new airworthiness directive (AD) for Eurocopter Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, EC 155B, EC155B1, AS332C, AS332L, AS332L1, AS332L2, and EC225LP helicopters with certain EADS Sogerma pilot and co-pilot seats installed. This AD requires inspecting the rear beam of [[Page 60682]] each seat to determine if all of the weld beads are present and replacing the seat if any weld bead is missing. This AD is prompted by a maintenance inspection that discovered a missing weld bead on the rear beam of a pilot seat. These actions are intended to prevent failure of the pilot and co-pilot seats and subsequent injury to the pilot or co-pilot.
2013-19-19: We are adopting a new airworthiness directive (AD) for Eurocopter Model AS332C, AS332L, AS332L1, AS332L2, and EC225LP helicopters. This AD requires replacing certain serial-numbered main gearbox (MGB) bevel gear vertical shafts because they are no longer airworthy. Also, this AD requires certain inspections of each MGB bevel gear vertical shaft (shaft) for a crack. Also, this AD requires if there is a crack, replacing the shaft with an airworthy part before further flight. This AD is prompted by two incidents of emergency ditching after warning indications of loss of MGB oil pressure. These actions are intended to detect a cracked shaft, which could result in loss of MGB oil pressure, loss of the MGB lubrication system, and subsequent loss of control of the helicopter.