Results
2014-08-06: We are superseding Airworthiness Directive (AD) 2005-22-01 for Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, B, and C helicopters. AD 2005-22-01 required inspecting the main rotor lower bifilar arm assembly (bifilar arm assembly) for a crack, and if there is a crack, replacing the bifilar arm assembly. AD 2005-22-01 also required a one-time test for the correct torque on the lug nuts, and if necessary, conducting torque stabilization tests. This new AD retains the requirements of AD 2005-22-01 and also requires replacing the main rotor hub (MRH) pilot with a different part-numbered MRH pilot, which is terminating action for the requirements of the AD. This AD was prompted by the development of a terminating procedure for the inspections required by AD 2005-22-01. We are issuing this AD to prevent failure of a bifilar lug, damage to the main rotor system, and subsequent loss of control of the helicopter.
86-16-11 L: 86-16-11 BELL HELICOPTER TEXTRON, INC.: Letter issued August 12, 1986. Applies to all Bell Helicopter Model 412 helicopters, S/N 33001 through 33118, 33120 and 33121, certified in any category. Compliance required as indicated unless already accomplished. To prevent failure of the tail rotor control, accomplish the following: (a) Within 20 hours' time in service after receipt of this AD, visually inspect the T/R hub assembly P/N 212-011-701-3, in accordance with Part I of Bell Helicopter Textron, Inc. (BHTI), Alert Service Bulletin (ASB) 412-86-25, Revision "A," dated July 23,1986. (1) If the (P/N) 212-011-716-1 T/R trunnion housing is cracked or there is axial play in the T/R trunnion, or if there are excess balance washers, comply with Part II of the Alert Service Bulletin before further flight. (2) Repeat this inspection every 20 hours' time in service until paragraph (b) of this AD is accomplished. (b) Remove the 212-011-701-1 T/R hub and bladeassembly and inspect the trunnion bearing housing, P/N 212-011-716-1, as detailed in Part II of BHTI ASB 412-86-25, Revision "A," dated July 23, 1986, within 150 hours' time in service or within 60 days after the issue date of this AD, whichever occurs first. Replace any housing having an end web thickness of .059 inches or less with a serviceable part. An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be approved by the Manager, Helicopter Certification Branch, Aircraft Certification Division, FAA, Southwest Region. This airworthiness directive becomes effective upon receipt.
2014-05-28: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of excessive wear on the lower latch surface of the main landing gear (MLG) up-lock hook. This AD requires revising the maintenance program. We are issuing this AD to detect and correct up- lock hooks worn beyond the wear limit, which could prevent the successful extension of the MLG using the primary landing gear extension system, which in combination with an alternate extension system failure could result in the inability to extend the MLG.
64-06-03: 64-06-03\tBOEING: Amdt. 708 Part 507 Federal Register March 19, 1964. Applies to All Models of the 727 Series Aircraft Listed in Boeing Alert Service Bulletin No. 27-18.\n \n\tCompliance required as indicated. \n\n\t(a)\tConduct daily visual inspection of rod end fittings P/N 907 008 001 on all flight spoiler actuators. Pay particular attention near the runout end of the keyway slot cut into the eye portion of the fitting. \n\n\t(b)\tOn airplanes with 350 or more hours' time in service, within the next 25 hours' time in service unless already accomplished, turn rod end out one-half turn to relieve hold down load in affected actuator rod end fittings. Continue daily inspections.\n \n\t(c)\tReplace cracked parts and continue daily inspections. \n\n\t(d)\tThe special inspections noted in (a), (b), and (c) may be discontinued when FAA Engineering and Manufacturing Branch, Western Region approved redesign and revised rigging procedures are incorporated. \n\n\t(Boeing Alert Service Bulletin No. 27-18 covers this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated March 4, 1964.
80-21-03: 80-21-03 CESSNA: Amendment 39-3949. Applies to Models 210K, 210L, 210M, 210N, T210K, T210L, T210M, T210N and Model P210N airplanes certified in all categories which have the King Radio Model KFC-200 autopilot installed in accordance with the Supplemental Type Certificates (STCs) SA1202CE or SA1487CE and have the roll axis servo actuator mounted in the right outboard wing. COMPLIANCE: Required as indicated unless the requirements of Paragraphs A)1, 2 and 3 have been previously accomplished. To prevent loss of roll axis flight control: A) Prior to further flight: 1. Gain access to the right wing aileron bellcrank by removing the aft cover plate on the underside of the wing between wing stations 155 and 172 in accordance with the appropriate Cessna service manual. 2. Visually inspect the clevis bolt and nut which secures the autopilot bridle cable and the aileron cable to the aileron bellcrank to verify there is a cotter pin installed to secure the nut.3. If a cotter pin is installed, reinstall the cover plate and comply with Paragraph B. 4. If no cotter pin is installed, further visually inspect the clevis bolt to determine if the bolt was cross drilled for a cotter pin. 5. If there is a cotter pin hole and the nut is still in place, install an AN380-2-2, or equivalent, cotter pin and reinstall the cover plates. 6. If there is no cotter pin hole, replace the clevis bolt with a proper AN23-15, or equivalent, bolt as defined by Advisory Circular AC43.13. Reinstall the washers between the cable end fittings and install the nut and cotter pin. After securing the nut and cotter pin, re-rig the aileron system in accordance with the appropriate Cessna service manual and adjust the bridle cable to 20 2 pounds tension. King Radio Corporation Installation Bulletin No. 170, dated October 1, 1980, has information applicable to this AD. B) Make the prescribed entry in the airplane maintenance records. C) Within 10 days notify, in writing, the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209 of any incorrect clevis bolt or lack of cotter pin in complying with paragraphs A)4. or A)6. One acceptable means of making these reports is Malfunction or Defect Report (FAA Form 8010-4). (Reporting approved by the Office of Management and Budget under 0MB No. 04-R0174.) D) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This airworthiness directive becomes effective on October 23, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated October 2, 1980, and is identified as AD 80-21-03.
83-15-05 R2: 83-15-05 R2 BOEING: Amendment 39-4696 as amended by Amendment 39-4967 is further amended by Amendment 39-5176. Applies to Boeing Model 757 and 767 series airplanes certificated in all categories. To prevent loss of engine power due to fuel exhaustion resulting from erroneous fuel quantity indications, accomplish the following: \n\n\tA.\tFor Model 757 aircraft, replace Fuel Quantity Indicating System (FQIS) processor part number S345T002-310 with part number S345T002-350 in accordance with Boeing Service Bulletin 757-28A7 dated March 23, 1984, or later FAA approved revision, prior to April 1, 1985. \n\n\tB.\tFor Model 767 aircraft, replace Fuel Quantity Indicating System (FQIS) processor part number S345T002-41 with part number S345T002-42 in accordance with Boeing Service Bulletin 767-28A5 dated March 15, 1984, or later FAA approved revision, prior to April 1, 1985. \n\n\tC.\tFor Model 757 aircraft, continue an inspection program in accordance with Boeing Alert Service Bulletin 757-28A7, dated June 17, 1983, or later FAA approved revision, until FQIS processor part number S345T002-350 is installed. \n\n\tD.\tFor Model 767 aircraft, continue an inspection program in accordance with Boeing Alert Service Bulletin 767-28A5, dated June 12, 1983, or later FAA approved revision, until FQIS processor part number S345T002-42 is installed. \n\n\tE.\tAlternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSubsequent FAA-approved FQIS processors may be installed in place of part numbers S345T002-42 and S345T002-350 required by paragraphs C. or D., above. \n\n\tAll persons affected by this directive who have not already received appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-4696 became effective August 9, 1983. \n\tAmendment 39-4967 became effective January 25, 1985. \n\tThis Amendment 39-5176 becomes effective January 6, 1986.
2014-06-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8 airplanes. This AD requires repetitive functional checks of the nose and main landing gear, and corrective actions if necessary. This AD also provides optional terminating action for the repetitive functional checks. This AD was prompted by a report that the emergency downlock indication system (EDIS) had given a false landing gear down-and-locked indication. We are issuing this AD to detect and correct a false down-and-locked landing gear indication, which, on landing, could result in possible collapse of the landing gear.
83-07-20: 83-07-20 SIAI-MARCHETTI: Amendment 39-4622. Applies to Model S205-22R airplanes with a muffler assembly P/N 870-8 or P/N 870-9 installed, certificated in any category. Compliance: Required as indicated unless already accomplished. To prevent failure of the exhaust system, accomplish the following: (a) Within the next 100 hours time-in-service after the effective date of this AD or when the muffler has accumulated 500 hours time-in-service, whichever occurs later, and at each 100-hour time-in-service interval thereafter, accomplish the following: (1) Perform a fiberscope inspection of the inside baffling of the muffler assembly for cracks by inserting an OLYMPUS ILK-2 type fiberscope (or equivalent) though the exhaust tube into the inside baffling of the muffler assembly in accordance with the "INSTRUCTION" section of SIAI-Marchetti Service Bulletin No. 205B56 dated November 20, 1981, or an FAA-approved equivalent. (i) If cracks are found, prior to further flight, replace the muffler. (ii) If no cracks are found, continue the repetitive inspections as indicated above. (b) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (c) Operators who have not kept records of hours time-in-service of the mufflers must substitute airplane hours time-in-service in lieu thereof. (d) Airplane may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 14, 1983.
61-13-03: 61-13-03 SCHLEICHER: Amdt. 299 Part 507 Federal Register June 24, 1961. Applies to Model K7 Gliders With Serial Numbers Up To and Including 935 and Serial Number 984. Compliance required prior to next flight unless already accomplished. To preclude the buckling of fuselage steel tube members on each side at the rear of the fuselage, replacement of five tubes with tubes having greater wall thickness is required. Replace the existing steel tube diagonal members, counting forward from the tail post as follows, using Civil Aeronautics Manual 18 repair procedures or manufacturer's recommendation. (a) Right side only, third member: Replace with 12 MMS. (15/32"), outside diameter, 1MM. (.040") wall thickness tubes. (b) Right and left side, fourth and sixth members: Replace with 14 MMS. (9/16") outside diameter, 1 MM. (.040") wall thickness tubes. (Schleicher Drawing No. L-211.10-A4 dated March 15, 1961, covers this subject.) This directive effective June 24, 1961.
2014-05-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-200B, 747-300, 747-400, 747-400D, 747-400F series airplanes, and Model 767 series airplanes, powered by General Electric (GE) CF6-80C2 engines. This AD was prompted by reports of failure of the electro mechanical brake flexshaft (short flexshaft) of the thrust reverser actuation system (TRAS). This AD requires replacing the short flexshaft on each engine with a new short flexshaft, testing of the electro mechanical brake and center drive unit (CDU) cone brake to verify the holding torque, and performing related investigative and corrective actions if necessary. We are issuing this AD to prevent an uncommanded in-flight thrust reverser deployment and consequent loss of control of the airplane.