Results
2000-10-10: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter France Model AS-350B, BA, B1, B2, and D, and Model AS-355E, F, F1, F2, and N helicopters and requires inspecting the main gearbox suspension bidirectional cross-beam (cross-beam) for cracks, and replacing the cross-beam if a crack is found. This amendment requires the same inspections as the existing AD, but adds the time intervals for performing repetitive dye-penetrant inspections on cross-beams with 5,000 or more hours time-in-service (TIS). This amendment is prompted by the discovery that time intervals for performing the required dye-penetrant inspections are not included in the existing AD. The actions specified by this AD are intended to prevent failure of the cross-beam that could lead to rotation of the main gearbox, resulting in severe vibrations and a subsequent forced landing.
2015-10-04: We are superseding Airworthiness Directive (AD) 2012-09-09 for all International Aero Engines AG (IAE) V2500-A1, V2525-D5, and V2528- D5 turbofan engines, and certain serial numbers (S/Ns) of IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 turbofan engines. AD 2012-09-09 required cleaning, eddy current inspection (ECI) or fluorescent penetrant inspection (FPI), and initial and repetitive ultrasonic inspections (USIs) of certain high-pressure compressor (HPC) stage 3 to 8 drums, as well as replacement of the drum attachment nuts. This new AD expands the affected population for initial and repetitive USIs of the HPC stage 3 to 8 drum, revises the inspection intervals, requires performing ECI or FPI, requires removal of the affected attachment nuts and any HPC stage 3 to 8 drum found cracked, and adds a mandatory terminating action. This AD was prompted by the discovery that additional attachment nuts for certain HPC stage 3 to 8 drums are affected.We are issuing this AD to prevent failure of the HPC stage 3 to 8 drum, which could result in uncontained drum failure, damage to the engine, and damage to the airplane.
59-05-07: 59-05-07 VICKERS: Applies to All Viscount Model 745D Which Have PB.10 Automatic Pilot Installed. Compliance required as soon as possible but not later than December 1, 1959. In order to permit the pilots to positively disengage the trim servo clutch either by the emergency cutoff buttons on the pilots control wheel, or by the mechanical disconnect lever, a control relay (Plessey P/N 7LZ.107352 or P/N 7CZ.97508/1) should be installed in the A.C. junction box. The British Air Registration Board considers this mandatory. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrongs Modification Bulletin No. 2703 and associated Modification Leaflet covers this subject.)
60-23-03: 60-23-03 PIAGGIO: Amdt. 220 Part 507 Federal Register November 8, 1960. Applies to All Model P.136-L2 Aircraft. Compliance required within 25 hours' time in service from the effective date of this directive. In order to prevent hazardous quantities of oil from flowing into the engine compartment in the event of a fire, the engine oil system lines must be rerouted in accordance with Piaggio Change Order No. 36-55 which covers this same subject. This directive effective December 8, 1960.
2000-10-14: This amendment adopts a new airworthiness directive (AD) for BHTC Model 222, 222B, 222U, and 230 helicopters that requires inspecting each flapping bearing to yoke attachment bolt (bolt) and replacing each bolt that shows thread damage, shank wear, or corrosion pitting with an airworthy bolt. This amendment is prompted by the discovery of a fractured bolt during a post-flight inspection. The actions specified by this AD are intended to prevent a fracture of a bolt, failure of the bearing and yoke interface, and subsequent loss of control of the helicopter.
95-13-02: 95-13-02 TWIN COMMANDER AIRCRAFT CORPORATION: Amendment 39-9283; Docket No. 94-CE-27-AD. Applicability: The following airplane models and serial numbers, certificated in any category, that do not have the vertical stabilizer modified in accordance with the ACCOMPLISHMENT INSTRUCTIONS: PART II - MODIFICATION section of Twin Commander Service Bulletin (SB) No. 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively: Model Serial Numbers 685 12000 through 12066 690 11000 through 11079 690A 11100 through 11344 690B 11350 through 11566 690C 11600 through 11735 690D 15001 through 15042 695 95000 through 95084 695A 96001 through 96100 NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (f) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required upon the accumulation of 2,000 hours time-in-service (TIS) on a vertical stabilizer or within the next 50 hours TIS after the effective date of this AD, whichever occurs later, unless already accomplished, and thereafter as indicated in the body of this AD. To prevent failure of the vertical stabilizer as a result of cracks, which, if notdetected and corrected, could result in loss of control of the airplane, accomplish the following: (a) Inspect the vertical stabilizer for cracks in accordance with the ACCOMPLISHMENT INSTRUCTIONS: PART I - INSPECTION section of Twin Commander SB No. 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively. (b) If damage or cracks are found within the limits of Figures 1 and 2 of the service information referenced above, prior to further flight, modify the vertical stabilizer in accordance with the ACCOMPLISHMENT INSTRUCTIONS: PART II - MODIFICATION section of Twin Commander SB No. 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively. (c) If damage or cracks are found outside the limits referenced in Figures 1 and 2 of the service information referenced above or if cracks intersect, prior to further flight, replace the damaged parts with new parts in accordance with the applicable maintenance manual instructions. The requirements of this AD still apply when the damaged parts are replaced, unless the stabilizer is modified as specified in paragraph (b) of this AD. (d) If no cracks are found, accomplish one of the following: (1) Reinspect at intervals not to exceed 500 hours TIS, and modify any damaged or cracked vertical stabilizer as specified in paragraph (b) and (c) of this AD; or (2) Prior to further flight, modify the vertical stabilizer in accordance with the ACCOMPLISHMENT INSTRUCTIONS: PART II - MODIFICATION section of Twin Commander SB No. 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively. This modification may be accomplished prior to further flight after any repetitive inspection as terminating action for the repetitive inspections provided no cracks are found. (e) Special flight permits may be issued in accordance with sections21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. (g) The inspections and modification required by this AD shall be done in accordance with Twin Commander Service Bulletin 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively. 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 Twin Commander Aircraft Corporation, 19003 59th Drive, NE., Arlington, Washington 98223. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on July 22, 1995.
2000-10-13: This amendment adopts a new airworthiness directive (AD) applicable to Eurocopter France Model SA-365N, SA-365N1, AS-365N2 and AS-365N3 helicopters. This action requires inspecting the installation of each window panel on the enlarged sliding door (door). If any window panel is installed on the outside of the door, this AD requires installing and sealing the window panel on the inside. This amendment is prompted by the loss of a window panel in flight that was incorrectly sealed with the window installed on the outside of the door. This condition, if not corrected, could result in loss of a window panel in flight. The actions specified in this AD are intended to prevent loss of a window panel, impact with a main rotor blade, and subsequent loss of control of the helicopter.
91-12-18: 91-12-18 BRITISH AEROSPACE: Amendment 39-7030. Docket No. 91-NM-12-AD. Applicability: Model BAe 146-100A, -200A, and -300A series airplanes, which are post-modification HCM00301A or B and pre-modification HCM0l037A, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. Prior to the accumulation of 1,000 landings, or within 30 days after the effective date of this AD, whichever occurs later, perform a visual inspection of the fuselage skin between Frames 25 and 33 (100A series), Frames 25 and 33B (200A and 300A series) in the area of the fairing panel rubbing strips, including the reinforcing plates at Frames 26 and 29, in accordance with the Accomplishment Instructions of British Aerospace Service Bulletin 53-67, Revision 1, dated February 16, 1990. 1. Chafing damage found up to a maximum depth of 0.0l0 inch and no more than 6inches in length, must be repaired prior to further flight, in accordance with paragraph 2.A.(2)(a) of the service bulletin. 2. Chafing damage found in excess of 0.0l0 inch in depth and more than 6 inches in length, must be repaired prior to further flight, in accordance with Structural Repair Manual (SRM) 53-00-12, or in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. B. Repeat the inspection required by paragraph A. of this AD at the following intervals: 1. For airplanes without rubbing strip installed: At intervals not to exceed 3,000 landings. 2. For airplanes with rubbing strips installed: At intervals not to exceed 9,000 landings. C. Accomplishment of Modification No. HCM0l037A, the installation of a new silicone rubber seal with a metal insert, in accordance with British Aerospace Service Bulletin 53-67-01037A, dated October 17, 1989, constitutes terminating action for the repetitive inspections required by paragraph B. of this AD. D. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-7030, AD 91-12-18) becomes effective on July 15, 1991.
2015-09-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-601, B4-603, and B4-605R airplanes; Model A300 F4- 605R airplanes; Model A300 C4-605R Variant F airplanes; and Model A310- 204 and -304 airplanes; powered by General Electric (GE) Model CF6-80C2 series engines. This AD was prompted by reports of two single-engine flameout events during inclement weather. This AD requires installing a shunt of the rotary selector (introducing an auto-relight function); and, for certain airplanes, a wiring modification to a certain circuit breaker panel. We are issuing this AD to prevent a long engine restart sequence after a non-selection of continuous relight by the crew and a flameout event of both engines, which could result in reduced controllability of the airplane, especially at low altitude.
2000-10-09: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model AS350B, BA, B1, B2, B3, D, and AS355E, F, F1, F2, and N helicopters that requires replacing certain circuit breakers. This amendment is prompted by the discovery of the loss of electrical continuity between the terminals of an installed circuit breaker. The actions specified by this AD are intended to prevent loss of electrical power to the emergency flotation gear or other optional installations and subsequent loss of the helicopter emergency flotation capability.
54-12-01: 54-12-01 MARTIN: Applies to All Model 404 Aircraft. Compliance required as indicated. An analysis of the design and the service experience of Model 404 main landing gear oleo drag struts, P/N E100008, has resulted in the establishment of a 6,500-hour service life figure for these assemblies. It will be permissible to continue these assemblies in service not to exceed 8,500 hours total service time, provided the drag strut piston rods and forked end fittings are subjected to the following inspections when they attain 6,500 hours of service and every 250 service hours thereafter until replacement is made with new drag strut assemblies, P/N E100050, in accordance with item 5. (See item 6 for increasing inspection interval to 500 hours.) NOTE: A 10X to 30X enlarging lens must be used when accomplishing the visual examination portions of these inspections. 1. Perform dye penetrant inspection for cracks on the entire threaded portion of the piston rod, P/N SE997512. (The location at which a crack would be most likely to occur is through the root of a thread which lies in or adjacent to the faying plane between the piston terminal, P/N SE997514, and the locknut, P/N SE997515, when these parts are in their installed position on the drag strut piston rod.) 2. Perform a dye penetrant or a Zyglo inspection for cracks on the end bosses of the forked end fitting, P/N SE997590. In order to inspect these areas satisfactorily, it is necessary to remove the bronze bushings, P/N SE997517, from the end bosses. (Laboratory analysis of drag strut forked end fittings which failed during landing gear repeat load tests determined the origin of the crack, in each instance, to be located at the inner surface of the 5/16-inch bolt hole adjacent to the bronze bushing. It is essential, therefore, that these and all other surfaces lying in the plane of the least cross-sectional area be scrutinized most critically.) 3. If the above inspections revealminute indications of a crack not clearly definable, the area in question should be subjected to a macro etch inspection. (a) The steel piston rod may be etched with a saturated aqueous solution of ammonium persulphate. (b) The forged aluminum forked end fittings may be etched with a 30- percent aqueous solution of sodium hydroxide. 4. A piston rod or forked end fitting found to contain a crack must be scrapped. 5. Reinspection of parts found to be satisfactory shall be made every 250 service hours (or 500 hours per item 6), until replacement struts of the new configuration, P/N E100050, become available. Original struts, P/N E200008, must be replaced at 8,500 hours service life, at which time the inspection program can be discontinued. (When the new design drag struts become available, no attempts should be made to interchange assembly components, but a complete replacement of old design struts with new design struts should be effected.) 6. The 250-hour inspection interval may be increased to 500 hours provided the following is accomplished: (a) Chamfer all edges of the cross bolt hole in the P/N SE99759C oleo drag strut fork fitting. (b) Maintain a minimum torque of 900 inch-pounds on the piston rod jam nut. (c) Instruct the pilots to use the brakes in such a manner as to minimize the strut bottomings. (Martin Service Instruction Letter No. 404-65 covers this same subject.)
2015-09-09: We are superseding Airworthiness Directive (AD) 2004-07-11 for all The Boeing Company Model 767-400ER series airplanes. AD 2004-07-11 requires repetitive high frequency eddy current (HFEC) inspections of the aft lower lugs of the deflection control track of the outboard flap for cracks, and replacement of any cracked deflection control track with a new track assembly. This AD retains those requirements, provides optional terminating action for the repetitive inspections, and adds airplane models to the applicability. This AD was prompted by our determination that additional airplane models require repetitive HFEC inspections of the aft lower lugs of the deflection control track of the outboard flap for cracks, and replacement of any cracked deflection control track with a new track assembly. We are issuing this AD to detect and correct fatigue cracking in the aft lower lug run-out region of the deflection control track, which could result in the loss of the secondary load pathfor the outboard flap, resulting in the loss of the outboard flap and consequent reduced controllability of the airplane in the event that the primary load path also fails.
93-08-05: 93-08-05 FOKKER: Amendment 39-8552. Docket 92-NM-196-AD. Applicability: All Model F27 series airplanes, excluding Model F27 Mark 050 airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of an aileron control cable and subsequent reduced aileron roll control authority, accomplish the following: (a) Within 500 hours time-in-service or 2 months after the effective date of this AD, whichever occurs first, inspect the noise filter capacitors mounted on the rotary flap actuator to detect damage and to determine the manufacturer and part number, in accordance with Fokker Service Bulletin F27/27-135, dated June 1, 1992. (1) If no damaged capacitor is found, and if no capacitor manufactured by John E. Fast Company and having part number A-16446 is installed, no further action is required by this AD. (2) If any damaged capacitor is found, or if any capacitor manufactured by John E. FastCompany and having part number A-16446 is found, prior to further flight, replace that capacitor with either a capacitor manufactured by P.R. Mallory Company and having part number CA275X, or a capacitor manufactured by Potter Company and having part number 1136-5004, in accordance with the service bulletin. (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 inspection and replacement shall be done in accordance with Fokker Service Bulletin F27/27-135, dated June 1, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 27, 1993.
2000-10-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Israel Aircraft Industries, Ltd., Model 1124 and 1124A Westwind airplanes. This action requires a one-time X-ray inspection to detect missing rivets at the rib-to-spar connection of the aileron ribs, and corrective actions, if necessary. This action is necessary to prevent cracking of the aileron skin due to missing rivets, which could result in reduced structural integrity of the aileron and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
82-10-52 R1: 82-10-52 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4671. Applies to Lockheed-California Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. A. To detect cracks and prevent structural failure of the Main Landing Gear (MLG) shock strut cylinder, accomplish the following: 1. For strut cylinders which have aluminum-nickel-bronze bushings installed as specified in Lockheed-California L-1011 Service Bulletin 093-32-131, Revision 3, dated October 26, 1977, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, conduct an initial inspection per Paragraphs C.1. or C.2. below within 30 calendar days after the effective date of this AD, or upon the accumulation of 7,500 flight hours time in service since the installation of the aluminum-nickel-bronze bushings, whichever is later. Thereafter, repeat the visual inspection specified in Paragraph C.1. at intervalsnot to exceed 40 landings, or the ultrasonic inspection specified in Paragraph C.2. at intervals not to exceed 400 landings. 2. For strut cylinders not modified in accordance with Lockheed-California L-1011 Service Bulletins 093-32-211, dated October 5, 1982, or 093-32-131, Revision 3, dated October 26, 1977, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, inspect per Paragraph C.2. below, within 30 calendar days after the effective date of this AD. Thereafter, repeat the visual inspections specified in Paragraph C.1 at intervals not to exceed 40 landings, or the Ultrasonic inspection specified in Paragraph C.2. at intervals not to exceed 400 landings. B. Operators who have already accomplished an initial inspection subsequent to April 20, 1982, in accordance with Paragraph C below, or in accordance with Lockheed-California Company Alert Service Bulletin Wire 093-32-A211, dated April 29, 1982, or in accordance with Telegraphic AD T82-10-52, have satisfied the initial inspection requirements of this amendment. C. 1. Perform a close visual inspection for cracks at the exposed surfaces of the inboard retract actuator lug, on each MLG shock strut, per Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-A211, Revision 1, dated October 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. If there are any noticeable or suspected signs of cracks on the paint, remove both the paint and primer and reinspect the area for cracks. 2. Perform ultrasonic inspection of the inboard retract lugs of both the left and right MLG shock strut cylinder following the procedure specified in Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-A211, Revision 1, dated October 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. D. Repair or replace the MLG shock strut cylinders found cracked before further flight, in accordance with Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-211, dated October 5, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. E. Installation of stainless steel bushings in the inboard retract lugs of both the left and right MLG shock strut cylinder per Section 2, Accomplishment Instructions, of Lockheed- California L-1011 Service Bulletin 093-32-211, dated October 5, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, constitutes terminating action for the repetitive inspection requirements of Paragraphs A.1 and A.2. F. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the inspection requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective July 6, 1983, and was effective earlier to those recipients of Telegraphic AD T82-10-52, dated May 7, 1982.
91-12-04: 91-12-04 GENERAL DYNAMICS (CONVAIR): Amendment 39-7015. Docket No. 90-NM-290-AD. Applicability: Model 240, T-29, and C-131A (Military) series airplanes, including all airplanes converted to turbopropeller power, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of the elevator hinge pins, accomplish the following: A. Within 50 hours time-in-service or 60 days after the effective date of this AD, whichever occurs first, remove the elevator and conduct a visual inspection of the elevator hinge pins and bearings, in accordance with Part I of the Accomplishment Instructions of General Dynamics, Convair Division Service Bulletin 600 (240D) 55-4, dated September 21, 1990 (hereinafter referred to as "SB 55-4"). NOTE: Inspections previously accomplished in accordance with the Accomplishment Instructions of Alert Service Bulletin 600 (240D) 55-A4, dated March 1, 1990, are considered to comply with therequirements of this AD. B. Any hinge pins, bushings, or tapered bushings found which do not conform to the dimensional limitations specified in Part I of SB 55-4, must be replaced prior to further flight. C. Any cracked bearing plate assemblies or nut assemblies, and any loose, chattering, dry, or seized bearings, P/N AN201KP10A, must be replaced prior to further flight. D. When the elevator is reinstalled, determine if proper mating of the tapered bushing and pin surfaces exists, in accordance with Part I of SB 55-4. If proper mating does not exist, the pin must be reworked prior to further flight, in accordance with Part II of SB 55-4. E. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. The inspection and repair requirements shall be done in accordance with General Dynamics, Convair Division Service Bulletin 600 (240D) 55-4, dated September 21, 1990. 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 General Dynamics, Convair Division, P.O. Box 85377, San Diego, California 92138, Attention: Chief, Aircraft Logistical Support, Mail Zone 92-2920. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7015, AD 91-12-04) becomes effective on July 25, 1991.
2015-09-04: We are adopting a new airworthiness directive (AD) for DG Flugzeugbau GmbH Model DG-1000T gliders equipped with a Solo Kleinmotoren Model 2350 C engine that supersedes AD 2013-22-14 R1. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as engine shaft failure with consequent propeller detachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-18-14: 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: Due to high fuel pressure, caused by exceeding pressure in front of the mechanical fuel pump (e.g. due to an electrical fuel pump), in limited cases a deviation in the fuel supply could occur. This can result in exceeding of the fuel pressure and might cause engine malfunction and/or massive fuel leakage. We are issuing this AD to prevent the pump from exceeding the fuel pressure, which could result in engine malfunction or a massive fuel leak. These conditions could cause loss of control of the airplane or a fire.
2000-10-06: This amendment adopts a new airworthiness directive (AD) for MD Helicopters Inc. (MDHI) Model MD900 helicopters. This action requires visually inspecting the drive shaft to determine the assembly part number (P/N) and marking the drive shaft assembly P/N and serial number (S/N) on any unmarked drive shaft. This AD also requires creating a component history card or equivalent record for certain drive shaft assemblies and replacing any drive shaft assembly that has reached its life limit. This amendment is prompted by the discovery of several drive shafts with no assembly P/N marked on the part, which could result in a drive shaft remaining in service past its life limit. The actions specified in this AD are intended to prevent failure of the drive shaft due to fatigue, which could result in total loss of drive to the main rotor hub and subsequent loss of control of the helicopter.
71-01-03: 71-01-03 CESSNA: Amdt. 39-1138. Applies to Model 177 series (Serial Numbers 17700001 through 17701164) and Model 177A series (Serial Numbers 17701165 through 17701370) Airplanes. Compliance: Required as indicated, unless already accomplished. To prevent cracks in the stabilator attachment angles P/N 1712108, accomplish the following: A) Within 25 hours' time in service after the effective date of this AD, remove the fuselage tail stinger and inspect the stabilator attachment angles, P/N 1712108, for evidence of cracks using the dye penetrant method in conjunction with the procedure set forth in Cessna Service Kit, No. SK 177-11, dated December 8, 1970, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. If no cracks are found during this inspection, install stiffener brackets, P/N 1709019-3 and -4, in accordance with the instructions contained in said Service Kit. B) If cracks are detected during the inspectionrequired by Paragraph A, prior to further flight, rework or replace the stabilator attachment angles, P/N 1712108, and then install stiffener brackets P/N 1709019-3 and -4 in accordance with the instructions contained in Cessna Service Kit SK 177-11, dated December 8, 1970, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Cessna Service Letter SE70-32, dated December 18, 1970, or later FAA-approved revisions pertain to this subject. This amendment becomes effective January 5, 1971.
86-16-12: 86-16-12 DeHAVILLAND: Amendment 39-5389. Applies to Model DHC-3 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, after the effective date of this AD, unless already accomplished. To preclude loss of elevator control and to ensure proper operation of the control system, accomplish the following inspections and parts replacement: (a) Within 25 hours time-in-service (TIS), after the effective date of this AD, visually inspect the following parts: (1) The elevator pushrod, and the elevator pushrod to rear quadrant attachment bolt, for bending, in accordance with "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland Service Bulletins (S/B) No. 3/35, Revision A, dated April 11, 1980, and S/B No. 3/43, dated January 18, 1985. (2) The threaded shank of the elevator pushrod rod ends, for cracks. (3) All elevator control system cables and pulleys for damage or distortion. (b) Replace unserviceable parts, prior to further flight, with serviceable pacts follows: (1) Elevator pushrod with new pushrod Part Number (P/N) C3-CF-633-1, in accordance with "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland S/B No. 3/35, Revision A, dated April 11, 1980. (2) Elevator pushrod to rear quadrant attachment bolt with a new NAS1954- 24D bolt, in accordance with paragraph (c) of this AD. (3) Elevator control system cables and pulleys in accordance with the applicable section of the aircraft maintenance manual. NOTE: When a parked DHC-3 airplane has been subjected to wind gusts of 60 mph or greater (including helicopter or jet blasts) damage may occur to the elevator control system, and the requirements specified in paragraphs (a) and (b) of this AD should be accomplished again. (c) If the elevator pushrod to rear quadrant attachment bolt is replaced with a NAS1954-24D bolt, replace the associated hardware and in addition, replace the rudder pushrod to rear quadrant attachment bolt with a NAS1954-24D bolt and the associated hardware in accordance with "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland S/B No. 3/43 dated January 18, 1985. Torque nuts to 65 in-pounds prior to installation of cotter pins. (d) If no damage is found during the inspection as required by paragraph (a) of this AD, within 60 days after the effective date of this AD, unless already accomplished: (1) Replace the elevator pushrod in accordance with paragraph (b)(1) of this AD, and (2) Replace the elevator and rudder pushrod to rear quadrant attachment bolts in accordance with paragraph (c) of this AD. (e) The airplane may be flown in accordance with Federal Aviation Regulations (FAR) 21.197 to a location where the requirements of this AD may be accomplished. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, New York Aircraft Certification Office, ANE-170, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, NewYork 11581. (g) Upon submission of substantiating data by an owner or operator, through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA, New- England Region, may adjust the compliance intervals specified in this AD. All persons affected by this directive may obtain copies of the documents referred to herein upon request to DeHavilland Aircraft of Canada, Ltd., Downsview, Ontario, Canada, M3K 1Y5 or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on August 15, 1986.
2000-09-13: This amendment adopts a new airworthiness directive (AD) that applies to British Aerospace Jetstream Model 3201 airplanes. This AD requires you to inspect the fuel quantity indication system for damage to the insulation of the wiring within the fuel tanks, and repair or replace damaged wiring. Damage is defined as corrosion (indicated by a dark stain), cuts, or nicks. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to detect damage to the insulation of the wiring within the fuel tanks of the fuel quantity indication system, which could result in a malfunction in the cockpit indicators and/or electrical sparking inside the fuel tank with consequent fire or explosion.
2000-09-15: This amendment adopts a new airworthiness directive (AD) that applies to all Mitsubishi Heavy Industries, Ltd. (Mitsubishi) MU-2B series airplanes. This AD requires modifying the airplanes' operating systems. This AD results from several icing-related incidents and accidents of MU-2B series airplanes, and the Federal Aviation Administration's investigation of the airplane design and pilot's ability to operate in icing conditions. The actions specified by this AD are intended to assist in preventing departure from controlled flight while operating in icing conditions.
2014-17-08R1: We are revising airworthiness directive (AD) 2014-17-08 for all Pratt & Whitney Canada Corp. (P&WC) PT6A-114 and PT6A-114A turboprop engines. AD 2014-17-08 required initial and repetitive borescope inspections (BSIs) of compressor turbine (CT) blades, and the removal from service of blades that fail inspection. This new AD adds an additional single crystal CT blade, reduces the affected population, and corrects the Credit for Previous Action paragraph. This AD was prompted by P&WC development of an additional single crystal CT blade that corrects the unsafe condition. We are issuing this AD to prevent failure of CT blades, which could result in damage to the engine and damage to the airplane.
2015-09-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a determination that without an effective maintenance task to maintain the airplane's inherent level of safety, there is a potential that a dormant failure of the alternate release system of the landing gear could occur. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a maintenance task for an operational check of the electro- mechanical actuator and release mechanism of the alternate extension system for the nose landing gear and main landing gear. We are issuing this AD to prevent failure of the alternate release system of the landing gear, which could prevent the landing gear from extending during a failure of the normal landing gear extension system.