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2002-26-01: This amendment supersedes two existing airworthiness directives (AD's), that are applicable to certain Textron Lycoming fuel injected reciprocating engines. These AD's currently require inspection, and replacement if necessary, of externally mounted fuel injector fuel lines. These amendments require adding engine series to the applicability that have been identified with the potential for the same problem and necessitate being included in the list of Textron Lycoming fuel injected reciprocating engine series. This amendment is prompted by the need to ensure that the additional Textron Lycoming fuel injected engine series listed in this final rule receive the same inspections as series covered by the current AD's. The actions specified by this AD are intended to prevent failure of the fuel injector fuel lines allowing fuel to spray into the engine compartment, resulting in an engine fire.
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86-07-05: 86-07-05 BRITISH AEROSPACE AIRCRAFT GROUP (BAe): Amendment 39-5271. Applies to all BAe Model HS 748 airplanes, certificated in any category. Compliance is required within the next 750 hours time in service after the effective date of this AD, or upon accumulating the service threshold as specified in paragraph 1.D of BAe Service Bulletin 57/75, Revision 1, dated August 1984, whichever occurs later; and thereafter at the intervals as specified in the service bulletin. To detect cracks in the wing structure, accomplish the following, unless already accomplished:
A. Inspect the wing structure at rib 134.366 and adjacent areas in accordance with BAe Service Bulletin 57/75, Revision 1, dated August 1984. Repair any damage found in accordance with the requirements specified in the service bulletin.
B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region.
C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD.
All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington.
This amendment becomes effective May 8, 1986.
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2010-26-51: This document publishes in the Federal Register an amendment adopting Emergency Airworthiness Directive (AD) 2010-26-51, which was sent previously to all known U.S. owners and operators of the specified model helicopters by individual letters. This AD also supersedes existing AD 2009-08-03. This AD is prompted by another incident in which the tail rotor blade (blade) tip weight separated from a blade during flight causing vibration. This unsafe condition led to the determination that additional blades could be affected and should be added to the applicability. The actions specified by this AD are intended to prevent loss of the blade tip weight, loss of a blade, and subsequent loss of control of the helicopter.
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98-04-46: This amendment adopts a new airworthiness directive (AD) that applies to certain Alexander Schleicher Segelflugzeugbau (Alexander Schleicher) Model ASW-19 sailplanes. This AD requires modifying the inspection hole cover in the fuselage area. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent loss of aileron control caused by an inspection hole cover entering the fuselage, which could result in loss of control of the sailplane.
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96-15-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires modification of door 5 evacuation slide/rafts. This amendment is prompted by reports that the door 5 evacuation slide/raft failed to deploy properly due to adverse loads caused by the geometry of this evacuation slide/raft. The actions specified by this AD are intended to prevent failure of the door 5 evacuation slide/raft to deploy properly, which could contribute to injury of passengers on the slide and could delay or impede the evacuation of passengers during an emergency.
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96-15-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Pratt & Whitney Wasp series and R-1340 series (military) reciprocating engines. This action requires initial and repetitive visual and dye penetrant inspections of the crankshaft counterweights for cracks, and replacement of cracked crankshaft counterweights with improved crankshaft counterweights. This amendment is prompted by reports of crankshaft counterweight cracking. The actions specified in this AD are intended to prevent engine failure due to crankshaft counterweight failure, which could result in damage to or loss of the aircraft.
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2011-05-13: We are adopting a new 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:
Corrosion has been found on the rear spar upper cap of the horizontal stabilizer of SAAB 2000 aeroplanes. The affected areas are adjacent to the inboard elevator hinge where the electrical wiring harnesses are located and wired through the lightening holes. The upper spar cap is a primary structural element and is important to the structural integrity of the horizontal stabilizer.
Corrosion damage in these areas, if not detected and corrected, can result in a starting point for future crack propagation, which would impair the integrity of the horizontal stabilizer upper spar cap structure.
* * * * *
We are issuing this AD to require actions to correct the unsafe condition on these products.
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2018-03-08: We are superseding Airworthiness Directive (AD) 2005-19-28, which applied to certain Airbus Model A330-301, -321, -322, -341, and - 342 airplanes; and Model A340-200 and A340-300 series airplanes. AD 2005-19-28 required repetitive inspections for cracks in the aft face of the rear spar at the area adjacent to the bolt holes and the end of the build slot, and repair if necessary. AD 2005-19-28 also provided an optional terminating action for the repetitive inspections. This new AD was prompted by the results of a new fatigue and damage tolerance assessment, which determined that several compliance thresholds and intervals needed to be reduced. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. We are issuing this AD to address the unsafe condition on these products.
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58-17-01: 58-17-01 BELL: Applies to All 47J Helicopters.
Compliance required as indicated.
To preclude the possibility of failure of the 47-110-287-9 counterweight bracket assembly, the service life of this part has been established at 200 hours. All 47-110-287-9 bracket assemblies which have accumulated 200 hours or more of service must be replaced no later than August 31, 1958, and every 200 hours of service thereafter.
This replacement consists of the removal of the two 47-110-287-9 main rotor counterweight bracket assemblies and the installation of new counterweight bracket assemblies. Change and replace bracket assemblies in accordance with applicable instructions contained in the Maintenance and Overhaul Instruction Handbook.
(Bell's Service Bulletin No. 127 SB dated July 14, 1958, covers this same subject.)
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48-03-03: 48-03-03 PIPER: Applies to PA-11 Aircraft Serial Numbers 11-1 Through 11-301, and 11-1350 Through 11-1400, Except Serial Numbers 11-233, 11-243, 11-261, 11-266, 11-281, 11- 296, and 11-300.
Compliance required by April 1, 1948.
In order to prevent engine malfunctioning due to insufficient fuel flow when less than 5 gallons of fuel are in the wing tank and the airplane is operated in prolonged glides and dives, a header tank (Piper P/N 10725) must be installed in the fuel system. Until the header tank is installed, avoid prolonged glides and dives when less than 5 gallons fuel are in the main tank. (Piper Service Bulletin No. 99 dated July 29, 1947, covers this subject.)
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