Results
2005-13-22: The FAA is superseding an existing airworthiness directive (AD) that applies to all EMBRAER Model EMB-135 and -145 airplanes. The existing AD currently requires repetitive inspections of the electrical connectors of the electric fuel pumps to detect discrepancies, application of anti-corrosion spray, replacement of all fuel pumps with improved fuel pumps, repetitive inspections after all six fuel pumps are replaced, and applicable corrective actions. This new AD retains those requirements but revises the initial compliance time for an inspection for certain airplanes. This new AD is prompted by the need to correct a compliance time in the existing AD. We are issuing this AD to prevent an ignition source in the fuel tank or adjacent dry bay, which could result in fire or explosion. DATES: Effective July 7, 2005. On May 19, 2005 (70 FR 19685, April 14, 2005), the Director of the Federal Register approved the incorporation by reference of EMBRAER Service Bulletin 145-28-0013, dated April 25, 2001. On October 3, 2000 (65 FR 56233, September 18, 2000), the Director of the Federal Register approved the incorporation by reference of EMBRAER Alert Service Bulletin S.B. 145-28-A013, dated August 16, 2000. We must receive any comments on this AD by August 22, 2005.
2005-15-02: The FAA is adopting a new airworthiness directive (AD) that applies to certain Airbus Model A320-111 airplanes and Model A320-200 series airplanes. This AD requires post-maintenance bleeding of accumulated air from, or ground functional testing of, the ram air turbine (RAT) system; modifying and reidentifying the airborne ground check module of the RAT system; and replacing the RAT reducer assembly if applicable. This AD is prompted by reports of unsuccessful in-flight RAT tests during which a deployed RAT failed to pressurize the blue hydraulic circuit of the RAT system. We are issuing this AD to prevent failure of the RAT during an in-flight emergency, which could lead to loss of hydraulic and electrical power and reduced controllability of the airplane.
2016-14-01: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 Freighter series airplanes; Model A330-200 and A330-300 series airplanes; Model A340-200 and A340-300 series airplanes; Model A340-500 series airplanes; and Model A340-600 series airplanes. This AD was prompted by a report indicating that, during an operational test of a ram air turbine (RAT), the RAT did not deploy in automatic mode. This AD requires identification of the manufacturer, part number, and serial number of the RAT, and re-identification and modification of the RAT if necessary. We are issuing this AD to prevent non-deployment of the RAT, which, if preceded by a total engine flame- out, or during a total loss of normal electrical power generation, could result in reduced control of the airplane.
71-21-07: 71-21-07 de HAVILLAND: Amendment 39-1310. Applies to de Havilland Model DHC- 6 Airplanes, Serial Numbers 6 through 289 certificated in all categories and incorporating Flitetronic Type PC 15 or PC 15A Inverters. Compliance required within the next 250 hours' time in service after the effective date of this AD unless already accomplished. To prevent a total loss of AC power in the event of a fault occurring in an AC circuit, accomplish the following: (a) Comply with Accomplishment Instructions 1 and 2 (a) through 2(e) of de Havilland Service Bulletin No. 6/263 dated 5 October 1970, Revision B dated 29 January 1971. (b) Remove slow-blow fuses not replaced in (a) and replace with: (1) Littlefuse type 312 of the same rating for the 26-volt supply except that ratings greater than 2 amps shall be replaced with Littlefuse 312002. (2) Littlefuse type 312 or Bussman type MB of the same rating for the 115 Volt supply, except that ratings greater than 1 amp shallbe replaced with Littlefuse 312001 or Bussman MB01. (c) Comply with Accomplishment Instructions 3 through 6 of de Havilland Service Bulletin No. 6/263 dated 5 October 1970, Revision B dated 29 January 1971 for PC 15 and PC 15A inverter without a suffix letter after the serial number. Inverters which do not meet the requirements of the overload function test must be replaced, prior to further flight, with an inverter with a suffix letter after the serial number. Equivalent methods may be used provided they are approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiation data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective October 12, 1971.
89-18-05: 89-18-05 BRITISH AEROSPACE: Amendment 39-6298. (Docket No. 89-NM-53-AD) Applicability: Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent uncommanded thrust reverser selection, accomplish the following: A. Prior to the accumulation of 1,500 landings or within 3 months after the effective date of this AD, whichever occurs first, inspect the thrust reverser cables to determine correct installation, in accordance with British Aerospace Alert Service Bulletin 76-A-PM5978, Issue No. 1, dated November 14, 1988. B. If thrust reverser cables are found to be worn or damaged, or if cables are found to be incorrectly routed, replace prior to further flight, in accordance with the maintenance manual referenced in British Aerospace Alert Service Bulletin 76-A-PM5978, Issue No. 1, dated November 14, 1988. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain 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, Standardization Branch, ANM-113. 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. 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, 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, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6298, AD 89-18-05) becomes effective on September 21, 1989.
74-21-04: 74-21-04 HUGHES HELICOPTERS: Amendment 39-1987 as amended by Amendment 39-2147. Applies to Hughes 269A, 269A-1, 269B, 269C Helicopters certificated in all categories, including military TH-55A equipped with canopy slat P/N 269A2297 or 269A2297-7. Compliance required as indicated. To detect possible cracks in canopy slat surfaces, and the condition and security of slat attachment hardware and canopy attachment areas, and provide for modification of the canopy slat, accomplish the following: (a) On each day the helicopter is flown, conduct a close visual check by the pilot in command or an inspection by a certificated mechanic of the canopy slat surfaces over the entire length for cracks, slat attachment hardware and canopy attachment areas for condition and security. Note: The person who performs the check or inspection shall record it in the appropriate aircraft records per FAR 91.173. (1) If cracks or other damage are found, replace prior to further flight with: (i) P/N 269A2297 or 269A2297-7 modified in accordance with (b), below; or (ii) P/N 269A2214; or (iii) If the 50 hour limitation specified by (b), below, has not been exceeded, an unmodified part P/N 269A2297 or 269A2297-7 may be used, provided, it is modified at the time specified by (b), below; or (iv) A part approved by Chief, Aircraft Engineering Division, FAA Western Region. (b) Prior to the next 50 hours time in service after the effective date of this amendment, 39-2147, unless already accomplished, modify the canopy slat, P/N 269A2297 or 269A2297-7, in accordance with the instructions contained in Hughes Service Information Notice N-127, dated March 5, 1975, or later FAA-approved revisions, or equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Upon installation of P/N 269A2297 or 269A2297-7 modified in accordance with (b), above, or P/N 269A2214 or other part approved by the Chief, AircraftEngineering Division, FAA Western Region, the daily visual check or inspection in accordance with (a) above may be discontinued. Amendment 39-1987, was effective October 16, 1974, for all persons except those to whom it was made effective immediately by airmail letter dated September 23, 1974. This Amendment 39-2147, to AD 74-21-04 becomes effective April 4, 1975.
70-01-02: 70-01-02 CESSNA: Amdt. 39-906. Applies to Models 177 and 177A, Serial Numbers 177- 00001 thru 177-01160, 177-01165 thru 177-01168, 177-01171, 177-01174 thru 177-01178 and 177-01180, airplanes. Compliance: Required as indicated, unless already accomplished. To prevent possible damage to the fuel quantity transmitter float arm during refueling, which can result in inaccurate quantity indication, accomplish the following: Within 50 hours' time in service after the effective date of this AD but no later than March 1, 1970, remove the fuel quantity transmitter from each fuel tank and install new Cessna P/N 12341-667-1 and 12341-667-2 fuel gauge transmitters in accordance with the instructions contained in Cessna Service Letter No. SE69-25. dated December 9, 1969, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective January 3, 1970.
2005-14-12: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller Inc. models HC-B3TN-2, HC-B3TN-3, HC-B3TN-5, HC- B3MN-3, HC-B4TN-3, HC-B4TN-5, HC-B4MN-5, HC-B4MP-3, HC-B4MP-5, and HC- B5MP-3 propellers, installed with propeller mounting bolts, part number (P/N) B-3339. This AD requires initial and repetitive visual inspections and torque checks of certain manufacture lot numbers of propeller mounting bolts, P/N B-3339, and eventual removal from service of those bolts. This AD results from the discovery during routine propeller installation that a bolt from a certain manufacture lot did not properly absorb the installation torque. This AD also results from the discovery that other bolts of the same part number from a different manufacture lot had material surface pitting. We are issuing this AD to prevent propeller attaching bolt failures or improperly secured propellers, which could lead to separation of the propeller from the airplane.
2016-15-02: We are adopting a new airworthiness directive (AD) for all M7 Aerospace LLC Models SA26-AT, SA26-T, SA226-AT, SA226-T, SA226-T(B), SA226-TC, SA227-AC (C-26A), SA227-AT, SA227-BC (C-26A), SA227-CC, SA227-DC (C-26B), and SA227-TT airplanes. This AD was prompted by reports of multiple cracks in the steel horizontal tube of the cockpit control column. This AD requires inspection of the cockpit control column horizontal tube for cracks and repair or replacement of the cockpit control column as necessary. We are issuing this AD to correct the unsafe condition on these products.
73-07-07: 73-07-07 CESSNA: Amdt. 39-1617. Applies to all Models 310 and 320 series airplanes and Serial Numbers, except Models 310, 310A, 310B and 310Q (Serial Numbers 310Q0710 and up). Compliance: Required as indicted, unless already accomplished. To determine condition of fuel lines, electrical wiring, and to detect loose fittings and attachments, to reduce possible collection of flammable fluids and to eliminate possible ignition sources within the leading edges of the wings, within the next 25 hours' time in service after the effective date of this AD, accomplish the following in accordance with Cessna Multi-engine Service Letter ME73-5 dated March 16, 1973, and Cessna Service Kit SK310-90 dated March 7, 1973, or later FAA approved revisions or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region: 1) Inspect the fuel lines and electrical harnesses in the wing leading edge for corrosion, chafing, looseness, or other unserviceable conditions. Procedures for this inspection are contained in Cessna Service Kit SK 310-90. 2) Prior to further flight replace and/or repair any unserviceable parts or conditions found as result of the above inspection. 3) Install leading edge drainage and sealant provisions in the wings in accordance with Paragraph B of Cessna Service Kit SK 310-90. 4) Remove, relocate and reinstall the auxiliary fuel boost pump resistor and relay in accordance with Paragraphs C and D of Cessna Service Kit SK 310-90. a) On those airplanes in which P/N 0850404-1 boost pump relay is installed, relocate this relay to wing trailing edge per Cessna Service Kit SK 310-90. (This relay is no longer eligible for installation in the wing leading edge. b) P/N FC 215-136 boost pump relay already installed in the wing leading edge is acceptable and as an alternative to Paragraph a), P/N 0850404-1 boost pump relay may be replaced with P/N FC 215-136 boost pump relay installed in the present wing leading edge location. c) On all airplanes relocate the boost pump resistor in accordance with Cessna Service Kit SK 310-90. 5) Place amended checklist entitled "Aircraft Fire Procedures Checklist" in the cockpit. This checklist is supplied with Cessna Service Kit SK 310-90. This amendment becomes effective April 6, 1973.
2005-14-06: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707-300B, -300C, and -400 series airplanes. This AD requires repetitive inspections to detect cracked or broken hinge fitting assemblies of the inboard leading edge slats, and corrective action if necessary. This AD also provides as an option a preventive modification, which defers the repetitive inspections. In addition, this AD provides an option of replacing all hinge fitting assemblies with new, improved parts, which terminates the repetitive inspection requirements. This AD is prompted by results of a review to identify and implement procedures to ensure the continued structural airworthiness of aging transport category airplanes. We are issuing this AD to detect and correct fatigue cracking of the hinge fitting assembly of the inboard leading edge slats, which could result in reduced structural integrity of the slat system. This condition could result in loss of the inboard leading edge slat andcould cause the flightcrew to lose control of the airplane.
88-10-01: 88-10-01 BEECH: Amendment 39-5904. Applies to Models A23-24 and A24 (Serial Numbers (S/Ns) MA-1 through MA-368); Model A24R (S/Ns MC-2 through MC-95); Models A24R, B24R, and C24R (S/Ns MC-96 through MC-795), airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent reduction or loss of engine power due to fuel flow blockage resulting from broken electric fuel boost pump vanes in the engine driven fuel pump, accomplish the following: (a) For airplanes with 14 volt electrical systems, replace the existing electric fuel boost pump with a Beech P/N 1816-00-1 pump in accordance with the instructions in Beech Service Bulletin (MSB) No. 2217, dated February 1988. (b) For airplanes with 28 volt electrical systems, replace the existing electric fuel boost pump with a Beech P/N 1817-00-1 pump in accordance with the instructions in Beech MSB No. 2217,dated February 1988. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on June 6, 1988.
75-22-13: 75-22-13 LITTON SYSTEMS, INC., AERO PRODUCTS DIVISION: Amendment 39-2404. Applies to all LTN-72 inertial navigation systems installed on various airplane models, certificated in all categories, including, but not limited to, McDonnell Douglas DC-8 and DC-10 airplanes and Boeing 707 and 747 airplanes. \n\n\tCompliance required as indicated prior to January 1, 1976 unless already accomplished. \n\n\tTo provide the required failure warning indication of power loss, accomplish Litton Service Bulletin No. 34-72-80, dated February 20, 1975, or later FAA-approved revision, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective December 1, 1975.
2005-12-51: The FAA is adopting a new airworthiness directive (AD) for Rockwell International (Aircraft Specification No. A-2-575 previously held by North American and recently purchased by Boeing) Models AT-6 (SNJ-2), AT-6A (SNJ-3), AT-6B, AT-6C (SNJ-4), AT-6D (SNJ-5), AT-6F (SNJ-6), BC-1A, SNJ-7, and T-6G airplanes; and Autair Ltd. (Aircraft Specification No. AR-11 previously held by Noorduyn Aviation Ltd.) Model Harvard (Army AT-16) airplanes. This AD contains the same information as emergency AD 2005-12-51 and publishes the action in the Federal Register. It requires immediate and repetitive inspections of the inboard and outboard, upper and lower wing attach angles (except for the nose angles) of both wings for fatigue cracks; and, if any crack is found, replacement of the cracked angle with a new angle. This AD is the result of a report of a Rockwell International Model SNJ-6 (AT-6F) airplane crash that occurred on May 9, 2005, resulting in two fatalities. We are issuing this AD todetect and correct any fatigue crack in the inboard and outboard, upper and lower wing attach angles (except for the nose angles) of either wing, which could result in failure of the wing. This failure could lead to loss of control of the aircraft.
97-05-11 R1: This amendment revises an existing airworthiness directive (AD), applicable to AlliedSignal Inc. ALF502 and LF507 series turbofan engines, that currently requires initial and repetitive inspections of the oil system chip detectors and oil filter bypass valve, and optional installation of an improved oil filter bypass valve, to ensure the integrity of the reduction gear system and overspeed protection system. This amendment adds an initial inspection threshold for the oil maintenance requirements that was inadvertently omitted from AD 97-05-11, and makes editorial corrections. Paragraphs (b) through (f) of AD 97-05-11 have been rearranged in this AD to make these corrections. This amendment is prompted by the inadvertent omission of the initial inspection threshold. The actions specified by this AD are intended to prevent No. 4 and 5 duplex bearing failure, which can result in a Stage 4 low pressure turbine (LPT) rotor failure, an uncontained engine failure, and damage tothe aircraft.
74-18-04: 74-18-04 BEECH: Amendment 39-1938. Applies to Model A100 (Serial Numbers B-90 through B-92, B-94 through B-102, B-104, B-105, B-107 through B-109, B-111, B-115, B-116, B-118, B-119 and B-121 through B-204) airplanes (except any aircraft serials listed which are equipped with the optional 300 ampere generator system). Compliance: Required as indicated, unless already accomplished. To prevent the fuel transfer sump drain line tube assemblies from contacting the reverse current diode heat sink, accomplish the following: A) Prior to further flight, visually inspect the fuel transfer sump drain line tube assemblies (P/N 100-920001-113 LH and P/N 100-920001-114 RH) for a minimum separation of one-half inch between the fuel transfer sump drain line tube assemblies and the reverse current diode heat sink, located in the aft landing gear wheel wells. Hand form and temporarily support the fuel transfer sump drain line tube assemblies with suitable clamps and/or brackets as necessary to maintain this separation. B) Within 200 hours' time-in-service after the effective date of this AD, remove existing fuel transfer sump drain line tube assemblies (P/N 100-920001-113 LH and P/N 100- 920001-114 RH) and install new fuel transfer sump drain line tube assemblies (P/N 100-920001- 205 LH and P/N 100-920001-206 RH) in accordance with Beech Service Instruction 0668-281 or subsequent revisions. C) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective August 30, 1974.
87-05-06: 87-05-06 CASA: Amendment 39-5561. Applies to CASA Model C-212 series airplanes listed in CASA Service Bulletin 212-76-04, dated October 23, 1985, certificated in any category. Compliance is required within 11 months after the effective date of this AD. To prevent the partial loss of controllability of the airplane due to an uncontrollable propeller, accomplish the following, unless previously accomplished: A. Modify the propeller feathering control system in accordance with CASA Service Bulletin 212-76-04, dated October 23, 1985. B. 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, 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 the modification 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 Construcciones Aeronauticas S.A., Getafe, Madrid, Spain. 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 March 25, 1987.
2005-14-08: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-100, -200, -300, and 747SP series airplanes. That AD currently requires certain inspections to find missing or alloy-steel taperlock fasteners (bolts) in the diagonal brace underwing fittings, and corrective actions if necessary. For airplanes with missing or alloy-steel fasteners, that AD also mandates replacement of certain fasteners with new fasteners, which constitutes terminating action for certain inspections. This new AD expands the applicability to include additional airplane models and requires a new inspection to determine fastener material and to find missing or broken fasteners, and related investigative/corrective actions if necessary. This AD is prompted by reports indicating that cracked fasteners made of A286 material were found on airplanes that had only fasteners made of A286 material installed in the area common to the diagonal brace underwing fittings.We are issuing this AD to prevent loss of the underwing fitting load path due to missing or damaged alloy-steel or A286 taperlock fasteners, which could result in separation of the engine and strut from the airplane. \n\n\nDATES: This AD becomes effective August 15, 2005. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin 747-57A2312, Revision 1, dated April 29, 2004, is approved by the Director of the Federal Register as of August 15, 2005. \n\n\tOn August 1, 2001 (66 FR 34094, June 27, 2001), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-57A2312, dated June 15, 2000.
75-12-05: 75-12-05 MCCLISH (Funk): Amendment 39-2225: Applies to all McClish (Funk) Model B, B75L, B85C and Funk C Aircraft. 1. Affects wing forward external support struts and rear fuselage lower longerons at the tail post. a. Within the next ten hours' time in service or one month, whichever occurs first, after the effective date of this Airworthiness Directive, unless accomplished within the last 90 hours in service or 11 months, accomplish the following: b. Inspect the wing forward external support struts at the lower end where the aileron cable enters the strut, for corrosion and cracks. c. Inspect the lower fuselage longerons at the tail post and weldments in the rudder hinge post area, for corrosion and cracks. 2. The inspection specified in paragraph (1) must be repeated at intervals not to exceed 100 hours' time in service or 12 months, whichever occurs first. 3. Before further flight, all corroded or cracked parts must be replaced with the same partnumber or with approved equivalent parts, or repaired in accordance with an approved repair procedure. 4. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection time in this Airworthiness Directive. Repairs and equivalent parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Substantiating data for repairs and equivalent parts must be submitted by an owner or operator through an FAA Maintenance Inspector. This amendment is effective June 5, 1975.
84-12-02: 84-12-02 BELL HELICOPTER TEXTRON, INC: Amendment 39-4876. Applies to Bell Model 222 helicopters, certificated in all categories, that have nodal beam support fitting P/N 222-031-520-105 installed. (Airworthiness Docket 83-ASW-41.) Compliance is required as indicated, unless already accomplished. To prevent possible failure of the nodal beam left side aft support fitting, P/N 222-031- 520-105, accomplish the following: (a) For those aircraft that have support fitting P/N 222-031-520-105 installed with 1,100 or more hours time in service on the effective date of this AD, remove the fitting within the next 100 hours time in service. (b) For those aircraft that have support fitting P/N 222-031-520-105 with fewer than 1,100 hours time in service on the effective date of this AD, remove the fitting upon reaching 1,200 hours time in service. NOTE: Fitting P/N 222-031-520-105 may be replaced by a serviceable fitting of the same part number, or by P/N 222-031-592-103. (c) This AD establishes a 1,200 hour retirement life for all nodal beam left side aft support fittings P/N 222-031-520-105. (d) Any equivalent method of compliance with this AD must be approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. (e) In accordance with Section 21.197, flight is permitted to a base where the actions required by this AD may be accomplished. NOTE: The following is provided as information only: Bell Helicopter Textron, Inc., Alert Service Bulletin 222-83-20 is the manufacturer's notification of the 1,200-hour life assignment to the nodal beam left side aft support fitting, P/N 222-031-520-105. Bell Helicopter Textron, Inc., Technical Bulletin 222-83-53 provides instructions for replacement of the P/N 222-031-520-105 aluminum fitting with a stainless steel fitting, P/N 222- 031-592-103, that has no retirement life. This amendment becomes effective July 11, 1984.
2005-14-02: The FAA is adopting a new airworthiness directive (AD) for all Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model EMB-135 and Model EMB-145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires inspecting to determine the part number of the left and right engine fire handles; and replacing the engine fire handles with engine fire handles having different part numbers if necessary. This AD is prompted by cases of the internal circuit of the engine fire handle failing. We are issuing this AD to prevent failure of the internal circuit of the engine fire handle that could disable the fuel shut-off valves and the discharge of the fire extinguishing agent, which, in the event of a fire, could result in the inability to extinguish a fire.
75-16-19: 75-16-19 FLUG-und FAHRZEUGWERKE A.G.: Amendment 39-2293. Applies to Diamant HBV gliders, all serial numbers, and Diamant 16.5 gliders, S/N 011 through 069, except 030, 031, 036, 058, 067, and 068, certificated in all categories. Compliance is required within 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent jamming of the rudder, accomplish the following: (a) Visually inspect and measure the fin fairing overlap of the rudder nose for right full rudder to assure an overlap of more than 0.4 inc. (10 mm) in accordance with Flug-und Fahrzeugwerke A.G. Service Bulletin No.2, dated May 15, 1970, or an FAA-approved equivalent. (b) If fin fairing overlap measured in accordance with paragraph (a) of this AD is less than 0.4 in. (10 mm), modify (lengthen) the rudder nose by bonding fiberglass strips to the nose in accordance with Flug-und Fahrzeugwerke A.G. Service Bulletin No.2, dated May 15, 1970, or an FAA-approvedequivalent. This amendment becomes effective August 12, 1975.
97-16-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Robinson Helicopter Company (Robinson) Model R44 helicopters. This action requires inspections of the belt tension actuator switches (up-limit switches) for proper operation, and replacement if necessary; and replacement of a certain part-numbered clutch assembly. This amendment is prompted by six occurrences of prematurely worn sprag clutches. The actions specified in this AD are intended to prevent failure of the sprag clutch to lock in the driving direction, which would result in loss of power to the main rotor system and a subsequent forced landing; or failure of the sprag clutch to unlock in the overrunning direction, which, if combined with engine failure, would result in an inability to autorotate and a subsequent loss of control of the helicopter.
2005-14-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus transport category airplanes. This AD requires an inspection to determine if suspect part numbers (P/Ns) and serial numbers of certain Thales Avionics equipment are installed, and replacement of any suspect part with a modified part having a new P/N. This AD is prompted by reports of loss of the digital distance radio magnetic indicator and subsequent loss of both very high frequency omnidirectional range indicators, both distance measuring equipment, and one centralized maintenance computer. We are issuing this AD to prevent loss of navigation indications on the primary flight display requiring continuation of the flight on emergency instruments, which could lead to reduced ability to control the airplane in adverse conditions.
75-16-13: 75-16-13 MITSUBISHI HEAVY INDUSTRIES, LIMITED: Amendment 39-2286. Applies to Mitsubishi MU-2B-20/-25 (serial numbers 201 through 311 except 285, 291, 301, 305, and 309), and MU-2B-30/-35 (serial numbers 541 through 650 except 559, 612, 632, 645, and 648) airplanes certificated in all categories. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent fatigue failure of the wing flap main actuator jack screw, accomplish the following: (a) Irrespective of the airplane total hours time in service, inspect the left and right wing flap main actuator jack screws for cracks, replace the jack screws that are found cracked, and realign all the main actuator gear box housing units in accordance with the instructions contained in Mitsubishi MU-2 Service Bulletin No. 167 as revised January 9, 1975 (hereinafter MU-2 Service Bulletin 167), or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region. (b) During the realignment process, ensure there is a nominal clearance of 2.0 mm (.080 inch), and under no circumstances less than 0.5 mm (.020 inch), between the main actuator gear box housings and wing rear spar. (c) For airplanes equipped with a rubber bearing pad between a main actuator gear box housing and the wing rear spar, accomplish the modification of the main gear box and removal of the rubber pad, as described in paragraph 3.l(7) or paragraph 3.2 1(b) of MU-2 Service Bulletin 167, as applicable, prior to realignment of the main gear box housings. NOTE: MU-2 Service Bulletin 167, paragraphs 4 and 5, and the appropriate Mitsubishi MU-2 Maintenance Manuals contain information on adjustment and operational check of the flap system. This amendment becomes effective August 5, 1975.