Results
2008-16-09 R1: We are revising an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: There have been several occurrences of cracked elevator trim tab balance weight attachment brackets, on one occasion, the elevator trim tab mass balance weight bracket separated from the aircraft. The loss of an elevator trim tab mass balance weight bracket has the potential to cause damage to an aircraft, or cause serious injury to personnel. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective September 16, 2009. The Director of the Federal Register previously approved the incorporation by reference of certain publications listed in this AD as of September 15, 2008 (73 FR 46543, August 11, 2008). The Director of the Federal Register previously approved the incorporation by reference of a certain publication listed in this AD as of March 14, 2005 (70 FR 9212, February 25, 2005). The Director of the Federal Register previously approved the incorporation by reference of a certain other publication listed in this AD as of September August 3, 2004 (69 FR 38813, June 29, 2004).
51-10-02: 51-10-02 LUSCOMBE: Applies to All Model 8 Series Aircraft. Compliance required by the next periodic inspection, but not later than June 1, 1951, and at each annual recertification thereafter. Due to recurring failures of the control cables, all cables should be carefully inspected at each section which passes either over a pulley or through a fairlead. To properly inspect the cables, they should be removed from the airplane to the extent necessary to expose the sections to be inspected. Care should be taken that the method of inspection is not damaging to the cable; i.e., do not sharply bend any strand or the whole cable and do not "bird-cage" the cable to the extent of putting permanent set in the strands or the whole cable. Any unairworthy cables must be replaced. In reinstalling the control cables, the rigging of the entire control system should be checked and properly adjusted. The control surface travels may be obtained from Aircraft Specification A-694. Care should be taken that none of the cables drag across or rub against any structure or equipment due to misalignment of the fairleads. Luscombe Airplane Corp. Service Bulletin No. 1-51 furnishes further information on this subject and Luscombe Airplane Corp., Garland, Texas, should be contacted for further information, if needed, in rigging controls.
2021-19-11: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-102, -103, and -106 airplanes; Model DHC-8-201 and -202 airplanes; Model DHC-8- 301, -311, and -315 airplanes; and Model DHC-8-400, -401, and -402 airplanes. This AD was prompted by reports that mounting nuts attaching the rudder actuator bracket to the vertical stabilizer have been found cracked or missing due to hydrogen embrittlement. This AD requires a one-time inspection of the rudder actuator bracket mounting nuts, and corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2021-20-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a report that following an in- service engine shutdown during taxi, water was found to be dripping into the forward avionics bay; the water caused a short circuit and tripped a circuit breaker. This AD requires replacing the forward galley slotted drain covers with solid blanking plates and modifying the associated drain tubing to block water. The FAA is issuing this AD to address the unsafe condition on these products.
2009-17-01: We are adopting a new airworthiness directive (AD) for certain Gulfstream Model G-IV, GIV-X, GV-SP series airplanes and Model GV airplanes. This AD requires, for certain airplanes, a one-time inspection for sealant applied to the exterior of the auxiliary power unit (APU) enclosure (firewall), and, for airplanes with the subject sealant and certain other airplanes, a revision of the airplane flight manual to prohibit operation of the APU during certain ground and flight operations. This AD results from notification from the airplane manufacturer that an improper, flammable sealant was used on the interior and exterior of the APU enclosure (firewall). We are issuing this AD to prevent this flammable sealant from igniting the exterior surfaces of the APU enclosure (firewall) under certain anomalous conditions such as an APU failure/APU compartment fire, which could result in propagation of an uncontained fire to other critical areas of the airplane.
2009-16-03: The FAA is adopting a new airworthiness directive (AD) for certain TCM IO-520, TSIO-520, and IO-550 series reciprocating engines, with certain SAP investment cast cylinder assemblies installed. This AD requires initial and repetitive inspections and compression tests to detect cracks in those cylinders with more than 750 flight hours (FH) time-in-service (TIS). This AD results from reports of cracks in the area of the exhaust valve and separation of cylinder heads from the barrels of SAP cylinder assemblies with certain part numbers. We are issuing this AD to prevent the separation of the cylinder head, which could result in immediate loss of engine power, possible structural damage to the engine, and possible fire in the engine compartment.
85-25-07 R1: 85-25-07 R1 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5188 as Amended by Amendment 39-5368. Applies to Allison Model 250-C28 and -C30 Series engines which incorporate outer combustion case assembly P/N 6899237 or 23009569, installed in aircraft certificated in any category. Compliance is required as indicated unless already accomplished. To prevent possible cracks at the butt or seam weld on outer combustion case P/Ns 6899237 and 23009569 from progressing to a point where the case could rupture and cause an inflight sudden loss of power/shutdown, accomplish the following: (a) Model 250-C28B, -C28C, -C30, -C30P, -C30R, and -C30S engines Inspect outer combustion assembly P/N 6899237 or 23009569 in accordance with the following: (1) Prior to next flight, and at daily intervals thereafter, until compliance with Paragraphs (b) or (c), as appropriate, is accomplished, using a bright light (flashlight or equivalent) and mirror, inspect all of the outer combustion case welds which are located as follows: (i) Horizontal butt welds on outer surface and between the air discharge tube attachment flanges and gas producer attachment flange on forward side. (ii) Both forward and aft circumferential seam welds between outer case and inner liner. (iii) Welds for attaching bosses for fuel nozzle, both combustion case drain valves, and both igniter plugs. NOTES: 1. Pay particular attention to welds in areas defined in Sub-paragraphs (i) and where these horizontal welds meet the circumferential welds defined in Sub-paragraph (ii). 2. The above daily inspection may be performed by the pilot and must be recorded in accordance with FAR Section 43.9. Detection of any crack(s) requires removal of the outer combustion case from service before further flight. (2) Within the next five hours time-in-service, unless already accomplished within the last 20 hours time-in-service, andthereafter at intervals not to exceed 25 hours time-in-service from the last inspection, until compliance with Paragraphs (b) or (c), as appropriate, is accomplished, in addition to Paragraph (1) above, inspect the areas of horizontal butt weld between the air discharge tube attachment flanges and gas producer attachment flange on the forward side of the outer combustion case as follows: (i) Apply dye penetrant, dye check, or other appropriate penetrant to the designated areas which will reveal crack(s), or (ii) Apply a soap solution to the designated areas and, using a suitable power source to motor engine to at least 20 percent N1, look for bubbles to reveal if any crack(s) are present. Detection of any crack(s) requires removal of the outer combustion case from service before further flight. (b) Model 250-C30 and -C30S engines installed in Sikorsky Model S-76A rotorcraft Within the next 150 hours time-in-service after the effective date of this AD, but not laterthan January 31, 1986, perform the following: Replace/modify outer combustion case assembly P/Ns 6899237 and 23009569 with/to P/Ns 23030910 and 23030911, respectively, in accordance with Allison CEB-A-72-2113/3115, Revision 2, dated January 15, 1986, or prior issues, or FAA approved equivalent. (c) Model 250-C28B, -C28C, -C30, -C30P, -C30R, and -C30S engines installed in other than Sikorsky S-76A rotorcraft At the next turbine repair/overhaul event, but not later than June 30, 1986, perform the following: Replace/modify outer combustion case assembly P/Ns 6899237 and 23009569 with/to P/Ns 23030910 and 23030911, respectively, in accordance with Allison CEB-A-72-2113/3115, Revision 2, dated January 15, 1986, or prior issues, or FAA approved equivalent. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Chicago Aircraft Certification Office, may adjust the compliance time specified in this AD. Allison CEB-A-72-2113/3115, Revision 2, dated January 15, 1986, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, Indiana 46206-0420. This document also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 85-ANE-43, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment amends Amendment 39-5188, 51 FR732, AD 85-25-07, effective January 6, 1986. This Amendment 39-5368 becomes effective August 15, 1986, as to all persons except those persons to whom it was made immediately effective by priority letter AD 85-25-07 R1, issued January 22, 1986, which contained this amendment.
89-14-52: 89-14-52 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6291. Final copy of telegraphic AD issued July 7, 1989. Applicability: De Havilland Model DHC-8 series airplanes, Serial Numbers 3 and subsequent, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent asymmetric flap deployment, accomplish the following: A. Within the next 25 hours time-in-service after the effective date of this AD: 1. Visually inspect the flap drive primary torque tubes in the vicinity of station YW 170 of the left and right wing where it enters the outboard side of each nacelle for signs of damage/wear due to chafing. Torque tubes must be replaced prior to further flight if wear exceeds either 0.010 inch in depth or 180 degrees of the circumference of the shafts. 2. Inspect cooling ducts (Part Number DSC 287-12-70/60) in the vicinity of station YW 170 of the left and right wing where it enters the outboardside of each nacelle for possible interference with the primary flap drive torque tube. Reposition cooling duct as necessary to provide a minimum clearance of 0.3 inch with the primary flap drive torque tube. If reinforcement wires of the cooling duct are broken due to chafing, the cooling duct must be repaired prior to further flight and replaced within 30 days. 3. Perform an operational check of the torque sensor, and take any indicated corrective actions, in accordance with Maintenance Program Task 2750/11. Refer to "Maintenance Program, Supplementary Information, PSM 1-8-7/1-83-7, Volume 2, Procedures - 27, Page 15, dated 15 July 1988." B. Within 7 days after the completion of the inspections required by paragraph A., above, submit a report of findings, positive or negative, to the Manager, New York Aircraft Certification Office, ANE-170, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York, 11581. Reports must include the airplane serial number. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, New York Aircraft Certification Office. D. 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. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment (39-6291, AD 89-14-52) becomes effective on August 21, 1989, as to allpersons except those persons to whom it was made immediately effective by telegraphic AD T89- 14-52, issued on July 7, 1989, which contained this amendment.
2009-15-14: We are adopting a new airworthiness directive (AD) for the specified Agusta S.p.A. (Agusta) Model AB139 and AW139 helicopters. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The aviation authority of Italy, with which we have a bilateral agreement, states in the MCAI that during the installation of a fire extinguisher bottle on a new helicopter, it was found that the electrical receptacle/connectors on the bottle which commands the firing of the extinguishing agent were swapped between engines No. 1 and No. 2. This condition could affect helicopters already in service and fire extinguisher bottles of the same part number in stock as spare parts. If not corrected, an improperly wired fire extinguishing bottle might cause the extinguishing agent to be discharged toward the unselected engine when the system is activated, rather than toward the engine with the fire. This AD requires determining if each engine has the proper outlet end on the electrical receptacle/connector that attaches the firing cartridge to the fire extinguisher bottle, and if not, replacing the fire extinguisher bottle. This AD is intended to prevent the fire extinguishing agent from not discharging toward the engine with the fire, which could result in loss of the helicopter due to an engine fire.
2009-16-02: 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: This Airworthiness Directive (AD) is prompted due to reported corrosion on the bolts and in the bores of the attachment fittings for the engine mounting frame. The corrosion is caused by damaged cadmium plating of the bolts or damaged surface finish of the attachment fitting. Such a condition, if left uncorrected, could lead to crack initiation at the bolt and the fitting bore and subsequently to the failure of the engine attachment fitting. We are issuing this AD to require actions to correct the unsafe condition on these products.