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87-24-04: 87-24-04 AIRBUS INDUSTRIE: Amendment 39-5771. Applicable to Model A300 series airplanes, Serial Number 1 through Serial Number 107, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent decompression of the airplane, accomplish the following: A. Prior to the accumulation of 24,000 landings or 12 years since first revenue flight, whichever occurs first, modify the fuselage lap splices in accordance with Airbus Service Bulletin A300-53-206, dated December 1, 1986. B. For airplanes with more than 9 years since first revenue flight as of the effective date of this AD: The modification required by paragraph A., above, may be deferred not to exceed 26,000 landings or 15 years since first revenue flight, whichever occurs first, provided the conditions specified in paragraph 1.B. of Airbus Service Bulletin A300-53-206, dated December 1, 1986, are met. C. For airplanes which have had lap splices repaired, as noted below, accomplish the following, as applicable: 1. For airplanes repaired with an external doubler in accordance with Chapter 53-10-20, Revision 46 of the Structural Repair Manual: Inspect the repaired area for corrosion when the modification required by paragraph A., above, is accomplished. If there is any sign of corrosion, remove the repair and modify prior to further flight, in accordance with Airbus Service Bulletin A300-53-206, dated December 1, 1986. 2. For airplanes repaired by cutout in accordance with Chapter 53-10-20 of the Structural Repair Manual, figure 701, sheet 2, Revision dated July 1, 1986, or previous issues; or repaired by cutout in accordance with the Structural Repair Manual Chapter 53-10-20, figure 701, sheet 3, Revision dated January 30, 1985, or previous issues, and where cutout repair exceeds half a frame bay: Prior to the accumulation of 16,000 landings since the repairs were installed, modify the repaired lap splices in accordance with FAA-approved methods. 3. For airplanes repaired in accordance with Airbus Service Bulletin 53-215 or 53-216: No further action is necessary in the repaired areas. D. Modification of the longitudinal lap joints in Sections 13 and 14 in accordance with Airbus Service Bulletin A300-53-206, dated December 1, 1986, constitutes terminating action from the inspections required by AD 85-07-09 for the splices which have been modified. E. An alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. F. 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective December 24, 1987.
77-08-05: 77-08-05 CESSNA: Amendment 39-2876. Applies to 337 Series (Serial Numbers 337-0002 thru 33701783), T337 Series (Serial Numbers 337-0001, 337-0526 thru 33701398 and P3370001 thru P3370271) and M337 Series (Serial Numbers 337-M0001 thru 337-M0467) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent single engine takeoffs, within the next 25 hours' time in service after the effective date of this AD, accomplish the following: A) Install a Cessna P/N 1400019-77 placard right of the tachometer instrument which reads as follows: "DO NOT INITIATE SINGLE ENGINE TAKEOFF" and operate the aircraft in accordance with this limitation. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. C) Cessna Service Letter ME77-8, dated March 28, 1977, or later approved revisions pertains to the subject matter of this AD. This amendment becomes effective April 28, 1977.
77-19-02: 77-19-02\tGATES LEARJET: Amendment 39-3040 as amended by Amendment 39- 3265. Applies to all serial numbers of Models 23, 24, 24A, 24B, 24B-A, 24C, 24D, 24D-A, 24E, 24F, 24F-A, 25, 25A, 25B, 25C, 25D and 25F airplanes certificated in all categories having a 36- inch wide (as opposed to a 24-inch wide) cabin door. \n\n\tCOMPLIANCE: Required as indicated in accordance with Compliance Table I set forth in this AD, unless already accomplished. \n\n\tTo assure proper locking of the cabin upper door when the inside handle is in the locked position and to prevent possible unwanted door openings that may occur if a pilot disregards the door warning system accomplish the following at the time intervals noted in Table I of this AD: \n\nTABLE I COMPLIANCE TIMES\n\n\n\n\n\n\n\n\n\n\n\nI N S P E C T I O N T I M E S\n\nAirplane Total Time\nIn Service\n(Hours)\n\nParagraph "A" Bolt\nInspection & Replacement\n\nParagraph "B" Locking\nMechanism Inspection \n\nInitial Inspection/\nReplacement\nInterval for Repetitive Inspections/ Replacement\nInitial Inspection\nInterval for \nRepetitive Inspections\n0 - 2,999\nPrior to or upon the accumulation of 3,075 hours' time in service\nEach 3,000 hours' time in service thereafter\nIn accordance with asterisk (*) paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first \nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n3,000 - 5,999\nWithin 75 hours' time in service after the effective date of this AD\nEach 3,000 hours' time in service thereafter\nIn accordance with asterisk (*) paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n6,000 - up\nWithin 75 hours' time in service after the effective date of this AD\nEach 3,000 hours' time in servicethereafter\nWithin 75 hours' time in service after the effective date of this AD\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n* The door locking mechanism inspection must be accomplished any time the bolt inspection required by Paragraph "A" of this AD reveals a cracked, bent, broken or worn bolt. \n\n\tA.\tInspect and replace, at the time intervals noted in Table I above, the bolt or pin identified as (5) in Figure I of this AD in accordance with Gates Learjet Service Bulletin SB 23/24/25-280 dated July 15, 1977 or later approved revisions and as summarized below: \n\n\t\t1.\tRemove the bolt, or if applicable, pin from the upper door rod control assembly and visually inspect it for cracks, breaks, bends, or wear. If any of the aforementioned defects are found accomplish the door locking mechanism inspection required by Paragraph "B" of this AD prior to the next flight; and \n\n\t\t2.\tReplace the bolt orpin removed in Paragraph A.1. of this AD with a new Gates Learjet part number 2311490-8 bolt, or a new AN3-21 bolt modified in accordance with the above noted Service Bulletin, and secure using an AN960D10 Washer and either a new MS20365-1032 Nut or AN310-3 Nut and MS24665-132 Cotter Pin. \n\n\tB.\tInspect, at the time intervals noted in Table I above, the cabin door locking mechanism in accordance with Gates Learjet Service Bulletin SB 23/24/25-280 dated July 15, 1977 or later approved revisions, and as summarized below: \n\n\t\t1.\tDrill out rivets and remove cabin upper door inner panel. \n\n\t\t2.\tRemove and inspect door locking mechanism for wear and defects in accordance with Learjet Service Manual Inspection Requirements. The maximum allowable diameter (measured in any direction) of the hole in which the (5) bolt is installed is .201 inches. Replace any excessively worn or defective parts prior to the next flight. \n\n\n\n\t\t3.\tReinstall door locking mechanism and using rivets, reinstall the inner panel. \n\n\t\t4.\tCheck door locking mechanism for free movement with no binding thru entire operating travel. Correct any binding prior to the next flight. \n\n\t\t5.\tEnergize door warning system and check its operation for proper functioning. \n\n\tC.\tSubmit a written report on any cracked, broken, bent or worn (5) (See Figure I of this AD) bolts or pins discovered during inspections required by this AD to the FAA via a letter to FAA, Chief, Engineering and Manufacturing Branch (ACE-210), 601 E. 12th Street, Kansas City, Missouri 64106 or an FAA M or D report (FAA Form 8330-2). \n\n\tThe report must include airplane model, serial number, airplane total time-in-service, bolt or pin total time-in-service and statements describing the condition of the bolt and the hole including dimensions of the hole determined in accordance with Paragraph B.2. of this AD. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) \n\n\tD.\tThe actions made mandatory by Paragraphs A, B, and C of this AD are no longer required when Gates Learjet Door Modification Kit AMK 78-2 is installed. \n\n\tE.\tAirplanes may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished. \n\n\tF.\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tAmendment 39-3040 became effective on September 26, 1977. \n\n\tThis amendment 39-3265 becomes effective July 20, 1978.
2015-22-07: We are adopting a new airworthiness directive (AD) for certain Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 188 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the circumferential fuselage splice at fuselage-station (FS) 695 is subject to widespread fatigue damage (WFD). This AD requires an inspection for corrosion and previous repairs, severed stringers, cracking, and loose or distressed fasteners of the forward and aft ends of the stringer splices of certain stringers, inspection for cracking and modification of certain fastener holes common to the stringer and splice member at the forward and aft ends of the splice, and related investigative and corrective actions if necessary. We are issuing this AD to prevent loss of residual strength of the circumferential fuselage splice at FS 695, which could lead to rapid decompression of the cabin and potential loss of the airplane.
2025-01-06: The FAA is superseding Airworthiness Directive (AD) 2019-14- 13, which applies to all The Boeing Company Model 767-200, -300, -300F, and -400ER series airplanes. AD 2019-14-13 required identifying the part number, and the serial number if applicable, of the Captain's and First Officer's seats, and performing applicable on-condition actions for affected seats. AD 2019-14-13 also required a one-time detailed inspection and repetitive checks of the horizontal movement system (HMS) of the Captain's and First Officer's seats, and applicable on- condition actions. AD 2019-14-13 also provided an optional terminating action for the repetitive actions for certain seats. This AD was prompted by reports of uncommanded fore and aft movement of the Captain's and First Officer's seats. This AD retains the actions in AD 2019-14-13 and adds an inspection of previously omitted part numbers. The FAA is issuing this AD to address the unsafe condition on these products.
87-15-11: 87-15-11 SIKORSKY AIRCRAFT: Amendment 39-5680. Applies to Model S-61L, S- 61N, S-61NM and S-61R series helicopters certificated in all categories and S-61A and S-61V series helicopters certificated in restricted category equipped with main gearbox servo cylinder support brackets (P/N's S6135-20248-0 and -2) or bracket assemblies (P/N's S6135-20249-0 and - 1). Compliance is required as indicated unless already accomplished. To preclude possible fatigue failure of the main gearbox servo support bracket (P/N's S6135-20248-0 and -2) or bracket assembly (P/N's S6135-20249-0 and -1) accomplish the following: (a) Replace the P/N's S6135-20248-0 and -2 servo support brackets or the P/N's S6135-20249-0 and -1 support bracket assemblies with serviceable parts in accordance with the following schedule: (1) For Model S-61A, S-61L, S-61N, S-61NM, and S-61V helicopters, replace the servo support bracket or assembly within the next 25 hours time in service after the effective date of this AD or before the accumulation of 23,200 hours time in service on-the bracket or assembly, whichever occurs later. Thereafter, replace the bracket or assembly in intervals not to exceed 23,200 hours time in service. (2) For the Model S-61R helicopter, replace the servo support bracket or assembly within the next 25 hours time in service after the effective date of this AD or before the accumulation of 6,200 hours time in service on the bracket or assembly, whichever occurs later. Thereafter, replace the bracket or assembly at intervals not to exceed 6,200 hours time in service. (b) Operators who have not kept records of hours time in service on individual component parts that were installed at time of issuance of the initial rotorcraft airworthiness certificate shall substitute rotorcraft hours time in service. (c) For purposes of complying with this AD, the hours time in service for individual components that were not installed at the time of issuance ofthe initial rotorcraft airworthiness certificate must be determined from operators rotorcraft records. (d) Upon request, an alternate means of compliance which provides a level of safety equivalent to the requirements of this AD may be used when approved by the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. (e) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118, may adjust the compliance time specified in this AD. This amendment, 39-5680, becomes effective on August 10, 1987.
91-15-07: 91-15-07 SCHEMPP-HIRTH: Amendment 39-7070. Docket No. 91-CE-17-AD. Applicability: Cirrus and Cirrus VTC sailplanes (serial numbers 1 through 183, with or without a Y suffix), certificated in any category. Compliance: Required within the next 30 calendar days after the effective date of this AD, unless already accomplished. To prevent tail flutter that could result in complete loss of control of the sailplane, accomplish the following: (a) Replace the 8mm diameter drive tube on the elevator drive lever with a round bar in accordance with drawing Cirrus No. 30.011/1 - Elevator Drive Axle of Schempp-Hirth Technical Note No. 265-6, dated April 27, 1982. (b) Determine the elevator hinge moments and weights using the criteria on page 27 of the Cirrus service manual. If the moments and weights exceed the published criteria, prior to further flight, accomplish the following: (1) Remove the tail parachute from operation and perform the requirements in Action 3, a) through d), of Schempp-Hirth Technical Note No. 265-6, dated April 27, 1982. (2) Install a mass balance on the elevator in accordance with drawing Cirrus No. 30.001/1 - Elevator mass balance of Schempp-Hirth Technical Note No. 265-6, dated April 27, 1982. NOTE: Although not required by this AD, the pages referenced by Action 3 e) and Action 5 of Schempp-Hirth Technical Note No. 265-6, dated April 27, 1982, should be incorporated into the service manual. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, Middle East office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (d) The inspections and replacements required by this AD shall be done in accordance with Schempp-Hirth Technical Note No. 265-6, dated April 27, 1982, which incorporates the following pages: Pages Revision Level Date 1 through 4 Original April 27, 1982 Cirrus No. 30.001/1, as referenced on page 2 of Technical Note 265-6. Attachment Undated Cirrus No. 30.011/1, as referenced on page 1 of Technical Note 265-6. Attachment Undated Page 27 of the Schempp-Hirth Cirrus Service Manual Attachment April 27, 1982 (The attachments listed in the above table are sent by the manufacturer as part of Technical Note 265-6). 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 Schempp-Hirth Flugzeugbau GmbH, Postfach 1443, D-7312 Kirchheim, Federal Republic of Germany. 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, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-7070, AD 91-15-07) becomes effective on September 1, 1991.
2025-03-03: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model A109E, A109K2, A109S, AB412, AB412 EP, AB139, and AW139 helicopters. This AD was prompted by a report that certain rescue hoist cable assemblies may be equipped with a defective ball end. This AD requires inspecting certain rescue hoist cable assemblies and, depending on the results, replacing the rescue hoist cable assembly. This AD also allows installing certain rescue hoist cable assemblies and certain rescue hoists provided its requirements are met. These actions are specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
86-24-13: 86-24-13 CESSNA AIRCRAFT COMPANY: Amendment 39-5484. Applies to Model 441 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent engine flameout when in or departing an icing environment, accomplish the following: (a) Revise the airplane Pilot's Operating Handbook and Airplane Flight Manual (POH/AFM) by inserting Appendix 1 of this AD in the "LIMITATIONS" section of the POH/AFM. Appendix 1 procedures supersede any other POH/AFM procedures which may be contradictory. (b) The requirements of paragraph (a) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (c) Airplanes maybe flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD, if used, must be approved by contacting the Manager, Wichita Aircraft Certification Office, ACE-115W, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the document referred to herein upon request to GTEC, P.O. Box 5217, Phoenix, Arizona 85010; Telephone (602) 231- 1000; or Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277; Telephone (316) 946-6143; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 15, 1986. APPENDIX 1 Supplement to the POH/AFM Cessna Model 441 Airplanes The ENGINE IGNITION OVERRIDE switches shall be selected to ON during all operations in actual or potential icing conditions described herein: (1) During takeoff and climb out in actual or potential icing conditions. *(2) When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s). *(3) Before selecting ANTI-ICE, when ice has accumulated. (4) Immediately, any time engine flameout occurs as a possible result of ice ingestion. (5) During approach and landing while in or shortly following flight in actual or potential icing conditions. *Note: If icing conditions are entered in flight without the engine anti-icing system having been selected, switch one ENGINE system to the ANTI-ICE ON position. If the engine runs satisfactorily, switch the second ENGINE system to the ANTI-ICE ON position and check that the second engine continues to run satisfactorily. CAUTION Flight in actual or potential icing conditions will be limited by duty cycle of the ignition system. Ignition system time limits must be observed to prevent exceeding duty cycle times. Operator should verify these limits for his particular installation. For the purpose of this supplement, the following definition applies: "Potential icing conditions in precipitation or visible moisture meteorological conditions: (1) Begin when the OAT is plus 5 degrees C (plus 41 degrees F) or colder, and (2) End when the OAT is plus 10 degrees C (plus 50 degrees F) or warmer. The procedures and conditions described in this appendix supersede any other POH/AFM procedures and conditions which may be contradictory.
78-08-02: 78-08-02 CANADAIR: Amendment 39-3179. Applies to Canadair CL-215-1A10 Airplanes, Serial Numbers 1001 through 1050 which incorporate aluminum alloy water door hinge plates 215-33159-2, -3, -6 or 7. Compliance required prior to U.S. airworthiness certification. Unless already accomplished replace the aluminum water door hinge plates, P/N 215- 33159-2, -3, -6 or -7 with steel hinge plates, P/N 215-33159-8 or approved equivalents in accordance with paragraph 2(d) of Canadair Service Information Circular No. 143-CL-215, Issue 3, Revision B, dated October 20, 1977, or an approved equivalent. Equivalent replacement parts and installation procedures must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. is amendment is effective April 14, 1978.