Results
2022-09-14: The FAA is superseding Airworthiness Directive (AD) 2019-22- 05, which applied to all General Electric Company (GE) CF34-8C model turbofan engines. AD 2019-22-05 required initial and repetitive inspections of the operability bleed valve (OBV) fuel tubes, OBV bleed air manifold link rod assemblies, and the OBV fuel fittings. AD 2019- 22-05 also required replacement of OBVs or related OBV link rod hardware that fail inspection. This AD was prompted by multiple reports of fuel leaks, some leading to engine fires, which have occurred as a result of malfunctions related to the OBV. Additionally, the manufacturer has redesigned the OBV, which terminates the need for the repetitive inspections. This AD requires initial and repetitive inspections of the OBV fuel tubes, OBV bleed air manifold link rod assemblies, and the OBV fuel fittings installed on GE CF34-8C model turbofan engines. This AD requires replacement of OBVs or related OBV link rod hardware that fail inspection. As a terminating action to the repetitive inspections, this AD requires replacement of certain OBVs installed on GE CF34-8C model turbofan engines. This AD also requires replacement of certain OBVs installed on GE CF34-8E model turbofan engines. The FAA is issuing this AD to address the unsafe condition on these products.
98-22-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 0100 series airplanes, that requires a one-time visual inspection and a one-time eddy current and/or dye penetrant inspection of the nose landing gear (NLG) main fitting to detect cracking; and rework of the NLG main fitting, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent cracking of the NLG main fitting, which could lead to collapse of the NLG during takeoff and landing and possible injury to the flightcrew and passengers.
2013-08-19: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters. This AD requires visual and dye penetrant inspections for cracks in the rear roller support shaft (shaft) and rear fitting (fitting) of the sliding door, and replacing the shaft or fitting if there is a crack. This AD's actions are prompted by reports of cracks in the shaft and the fitting and are intended to prevent the loss of the sliding door, which could come into contact with the rotor system, leading to damage to the helicopter and loss of helicopter control.
75-17-25: 75-17-25 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2330. Applies to Model SA-341G "Gazelle" helicopters, certificated in all categories, with main rotor shaft P/N 341A.31.0001, dot number .05 and lower, in which Aerospatiale Modification No. AMS 07.6072 has not been incorporated. Compliance is required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Gazelle Service Bulletin No. 05.04. To prevent possible rotation of the main rotor head swashplate upper bearing, accomplish the following: (a) Inspect the spigot of upper bearing stop P/N 341A.31.4236.20 for evidence of rotation of the upper bearing in accordance with subparagraph 1C(1) of Gazelle Service Bulletin No. 05.04, dated March 9, 1973, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York 09667. (b) If evidence of upper bearing rotation is found, remove the main rotor shaft P/N 341A.31.0001 and replace with a serviceable part of the same part number upon which Aerospatiale Modification No. AMS 07.6072 has been incorporated. (c) If no evidence of upper bearing rotation is found, install a second upper bearing stop P/N 41A.31.4236.20 in accordance with subparagraph 1C(2) of Gazelle Service Bulletin No. 05.04, dated March 9, 1973, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York 09667. This amendment becomes effective August 20, 1975.
80-18-04 R1: 80-18-04 R1 BELL: Amendment 39-3884 as amended by Amendment 39-3954. Applies to Models 206A, 206B, 206A-1, 206B-1, 206L, and 206L-1 helicopters equipped with main rotor trunnions, P/N 206-010-104-3, 206-011-113-001, or 206-011-120-001 certificated in all categories (Airworthiness Docket No. 80-ASW-28). Compliance required as indicated. To prevent possible failure of the main rotor trunnion, P/N 206-010-104-3, 206-011-113- 001, and 206-011-120-001 due to fatigue cracks, accomplish the following, unless already accomplished, in accordance with Bell Helicopter Textron Alert Service Bulletin 206-80-7, Revision A, dated February 26, 1980 (206A, 206B, 206A-1, 206B-1) or 206L-80-9, Revision A, dated February 26, 1980 (206L, 206L-1) or FAA approved equivalent. a. For trunnions with less than 1,100 hours' total time in service, on the effective date of this AD, accomplish a magnetic particle inspection prior to attaining 1,200 hours and again prior to attaining 2,400 hours,and thereafter at intervals not to exceed 600 hours. b. For trunnions with more than 1,100 hours and less than 1,700 hours' total time in service, on the effective date of this AD, accomplish a magnetic particle inspection within the next 100 hours' time in service and again prior to attaining 2,400 hours, and thereafter at intervals not to exceed 600 hours. c. For trunnions with 1,700 hours or more total time in service, on the effective date of this AD, accomplish a magnetic particle inspection within the next 100 hours' time in service, and thereafter at intervals not to exceed 600 hours. d. For trunnions with time unknown, on the effective date of this AD, accomplish a magnetic particle inspection within the next 100 hours' time in service, and thereafter at intervals not to exceed 600 hours. e. If a crack is found, remove and replace the trunnion before further flight. f. If no cracks are found, reassemble and install the main rotor hub on the helicopter in accordance with the pertinent Model 206 Maintenance and Overhaul Manual and continue the repetitive inspections specified above. g. Report in writing any cracks found during the inspections required herein to Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southwest Region, P.O. Box 1689, Fort Worth, Texas 76101. Each report must include the location of the cracks and the trunnion total time in service. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. h. If trunnion P/N 206-011-113-103 (206A, 206B, 206A-1, 206B-1) or P/N 206- 011-120-103 (206L, 206L-1) is installed, the inspections specified in this AD are not required. i. The helicopter may be flown in accordance with FAR 21.197 to a base where inspections can be performed. j. Upon submission of substantiating data through an FAA Aviation Safety Inspector, the Chief, Engineering and Manufacturing Branch, Southwest Region, may adjust the inspection intervals. Amendment 39-3884 became effective September 15, 1980. This amendment 39-3954 becomes effective November 24, 1980.
96-10-01 R1: This amendment revises Airworthiness Directive (AD) 96-10-01, which currently requires a complete landing light support replacement on certain The New Piper Aircraft, Inc. (Piper) Models PA-28-140, PA-28-150, PA-28-160, and PA-28-180 airplanes. Some of the serial numbers for these airplanes were incorrectly referenced in the Applicability section of AD 96-10-01. This AD maintains the requirements of AD 96-10-01, and corrects the serial numbers referenced in the Applicability section. The actions specified by this AD are intended to prevent the landing light retainer support seal from being ingested by the updraft carburetor, which could result in rough engine operation or possible engine failure and loss of control of the airplane. The incorporation by reference of Piper Service Bulletin No. 975, dated November 2, 1994, as listed in the regulations, was previously approved by the Director of the Federal Register as of June 10, 1996 (61 FR 19813, May 3, 1996).
2022-11-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by an indication that both elevator actuators of the PRIMary flight control computers (PRIMs) were considered faulty due to incorrect instructions with a new PRIM standard. This AD requires revising the existing airplane flight manual (AFM), and revising the operator's existing FAA-approved minimum equipment list (MEL) by incorporating certain master minimum equipment list (MMEL) provisions, to include limitations and procedures to mitigate the risk of elevator failure during flare, as specified in a European Union Aviation Safety Agency (EASA) Emergency AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2004-21-08 R1: We are revising an existing airworthiness directive (AD) for all Cessna Aircraft Company (Cessna) Models 190, 195 (L-126A,B,C), 195A, and 195B airplanes that are equipped with certain inboard aileron hinge brackets. That AD currently requires you to repetitively inspect the affected inboard aileron hinge brackets for cracks or corrosion and replace them if cracks or corrosion is found. Replacement with aluminum brackets would terminate the need for the repetitive inspections. This new AD retains the actions of AD 2004-21-08 while requiring future compliance following a revised service bulletin that clarifies the casting numbers and part numbers to be inspected. This AD was prompted by reports of confusion between the casting number on the aileron hinge bracket and the part number (P/N) called out in the AD. We are issuing this AD to correct the unsafe condition on these products.
97-01-01 R1: This amendment revises Airworthiness Directive (AD) 97-01-01, which currently requires repetitively inspecting the main gear sidebrace studs for cracks on The New Piper Aircraft, Inc. (Piper) Models PA-24, PA-28R, PA-30, PA-32R, PA-34, and PA-39 series airplanes, and replacing any main gear sidebrace stud found cracked. The Federal Aviation Administration (FAA) has approved certain alternative methods of compliance (AMOC) for AD 97-01-01, and has determined that these AMOC's should be incorporated into the AD. This AD will retain all the actions of AD 97-01-01, and will incorporate certain AMOC's as a way of accomplishing the actions specified in AD 97-01-01. The actions specified by this AD are intended to prevent a main landing gear collapse caused by main gear sidebrace stud cracks, which could result in loss of control of the airplane during landing operations.
2013-08-12: We are superseding an existing airworthiness directive (AD) for The Boeing Company Model 787-8 airplanes. That AD currently requires modification of the battery system, or other actions. This AD requires installing main and auxiliary power unit (APU) battery enclosures and environmental control system (ECS) ducts; and replacing the main battery, APU battery, and their respective battery chargers. This AD also requires revising the maintenance program to include an airworthiness limitation. This AD also revises the applicability by removing airplanes on which these changes have been incorporated in production prior to delivery. This AD was prompted by recent incidents involving lithium ion battery failures that resulted in release of flammable electrolytes, heat damage, and smoke on two Model 787-8 airplanes. We are issuing this AD to minimize the occurrence of battery cell failures and propagation of such failures to other cells and to contain any flammable electrolytes, heat,and smoke released \n\n((Page 24674)) \n\nduring a battery thermal event in order to prevent damage to critical systems and structures and the potential for fire in the electronics equipment bays.
78-24-01 R1: 78-24-01 R1 ROLLS-ROYCE LIMITED: Amendment 39-3345 as amended by Amendment 39-4641. Applies to Rolls-Royce DART engines and all variants of those engines listed below which have Rolls-Royce DART Modification 1525 incorporated (covered in Rolls-Royce DART Service Bulletin Da 72-351), as installed on, but not necessarily limited to the airplanes listed below. DART Engine Airplane 506, 510, 525, 530 Vickers Viscount Model 744, 745D, 810 511, 514, 528, 532 Fairchild F-27 & FH-227 series and Fokker F-27 series 526 Armstrong Whitworth AW-650 series 1 527 Handley Page Herald Type 300 529 Grumman G-159 and Fairchild F-27 and FH-227 series 532 Hawker Siddeley 748 series 2 542 General Dynamics Model 240 with STC No. SA1054WE installed (or Model 600), General Dynamics Model 340/440 with STC No. SA1096WE installed (or Model 640), and Nihon YS-11 and YS-11A series. Compliance is required as indicated, unless already accomplished. 1. Compliance for all affected DART engines except the Mk. 530 is based on an effective date of December 11, 1978. 2. Compliance for the DART Mk. 530 engines is based on an effective date of May 12, 1983. To prevent restricted movement of the engine power lever or the high pressure fuel shut-off valve control lever caused by control box mounting bolt failure, accomplish the following: (a) Within the next 100 hours engine time in service or one month after the effective date of this AD, whichever occurs first, inspect the engine control box mounting bolts for integrity as specified in paragraph 5 of Rolls-Royce Service Bulletin Da 76-A17, Revision 1, dated April 4, 1978 (hereinafter referred to as the service bulletin) or an FAA-approved equivalent. (b) If, during an inspection required by this AD, a bolt head is found to be detached or missing, before further flight replace both mounting bolts either - (1) With new bolts of the same part number in accordance with paragraph 6 of the Service Bulletin or an FAA-approved equivalent and continue to inspect the bolts in accordance with paragraph (a) of this AD at intervals not to exceed 400 hours engine time in service or 4 months, whichever occurs first; or (2) Install control box mounting bolts, in accordance with Rolls-Royce Service Bulletin Da 76-16, dated April 18, 1978, or an FAA-approved equivalent. (c) If a detached or missing bolt head is not found during the inspection required by paragraph (a) of this AD, continue to inspect the bolts in accordance with that paragraph at intervals not to exceed 400 hours engine time in service or 4 months, whichever occurs first. (d) The inspections required by paragraphs (b)(1) and (c) of this AD may be discontinued upon the installation of control box mounting bolts in accordance with Rolls-Royce Service Bulletin Da 76-16, dated April 18, 1978, or an FAA-approved equivalent. (e) Upon request of an operator, the Manager, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, may adjust the inspection interval specified in paragraphs (b) and (c) of this AD provided that such requests are made through an FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. Amendment 39-3345 became effective December 11, 1978. This Amendment 39-4641 becomes effective May 12, 1983.
2013-08-10: We are adopting a new airworthiness directive (AD) for certain Tracor (Convair) Model 340 and 440 airplanes and certain Military Model C-131B, C-131D, C-131E, and C131F/R4Y-1 airplanes. This AD requires repetitive inspections of the lower skin of the wings for cracking around the inboard side of the wing station (WS) 6 and 7 access panel doubler fingers and between stringers 5 and 11; repetitive inspections of the lower skin of the wings for cracking around stringers 6, 8, and 10, and around the WS 6 and WS 7 access panel doubler fingers; and repair if necessary. This AD was prompted by a report of a crack found on the lower skin of the right-hand wing between WS 5 and WS 6. We are issuing this AD to detect and correct fatigue cracking of the lower skin of the wings, which could result in reduced structural integrity of the wings.
48-14-03: 48-14-03 BEECH: Applies to Models AT-11 and C18S. Compliance required by next periodic inspection but not later than July 1, 1948. Inspect the lower member of the center section main wing spar in the landing gear nacelle area for evidence of wear caused by chafing of the cabin heater control housing. To prevent chafing either use clamps to support housing or cover control housing with 20-inch length of synthetic rubber hose.
98-22-13: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, and -40 series airplanes; and certain C-9 (military) series airplanes. This amendment requires modifying the piping of the potable water system. This amendment is prompted by reports of ice forming on the control cables in the wheel well of the left main landing gear due to the freezing and rupturing of undrained potable water pipes. The actions specified by this AD are intended to prevent such ice formation, which could render the slat, aileron, and spoiler flight controls inoperative, and consequently could result in reduced controllability of the airplane.
90-15-10: 90-15-10 LOCKHEED AERONAUTICAL SYSTEMS COMPANY: Amendment 39-6662. Docket No. 90-NM-115-AD. Applicability: Model L-1011 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent structural failure of the aft and mid fuselage eight-inch diameter duct compensators, accomplish the following: A. Within the next 300 flight hours after the effective date of this AD, verify that the part numbers of the aft and mid fuselage 8-inch diameter bleed air duct compensators coincide with the part numbers listed in Table I of the Accomplishment Instructions, Lockheed Service Bulletin 093-36-064, dated May 29, 1990. 1. If the part numbers coincide with the part numbers listed in Table I, no further actions are required. 2. If any compensator is found without coinciding part numbers, prior to further flight, conduct a thorough visual inspection of the fillet weld on the barrel assembly for cracks.a. If there is no evidence of cracking in the weld area, the compensator may remain in service and the visual inspection must be performed at intervals not to exceed 150 flight hours. b. If there is evidence of cracking during any inspection, prior to further flight, replace the compensator with one having a part number listed in Table I. B. Replacement of any aft or mid fuselage 8-inch diameter bleed air duct compensator with one having a part number listed in Table I of the Accomplishment Instructions of Lockheed Service Bulletin 093-36-064, dated May 29, 1990, constitutes terminating action for the repetitive inspections required by paragraph A.2., above, for that compensator. 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. 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 information from the manufacturer may obtain copies upon request to Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept 65-33, U-33, B-1. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment (39-6662, AD 90-15-10) becomes effective July 31, 1990.
2013-08-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-900 and -900ER series airplanes. This AD was prompted by reports of early fatigue cracks at chem-mill areas on the crown skin panels. This AD requires repetitive inspections for cracking of the fuselage skin along chem-mill steps at certain crown skin and shear wrinkle areas, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking of the skin panel at the specified chem-mill step locations, which could result in rapid decompression of the airplane.
98-22-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737 series airplanes, that currently requires repetitive inspections for cracking of the aft frame and frame support structure of the forward service doorway, and repair, if necessary. This amendment reduces the compliance time for performing the initial inspection, and reduces the repetitive inspection intervals. This amendment also adds repetitive inspections for cracking of the aft frame web of the forward service doorway, and follow-on corrective actions, if necessary. This amendment also provides for an optional terminating action for the repetitive inspection requirements of this AD. This amendment is prompted by reports indicating that the repetitive inspections required by the existing AD may not detect cracking of the aft frame and frame support structure of the forward service doorway in a timely manner. The actions specified in this AD are intended to prevent fatigue cracking of the aft frame and frame support structure of the forward service doorway, which could result in loss of the door, and consequent rapid decompression of the fuselage.
81-04-03: 81-04-03 BELL: Amendment 39-4029. Applies to Model 47 series helicopters and military Model OH-13 series helicopters certificated in all categories which utilize tail rotor drive quill assemblies, BHT P/N 47-620-631-3, P/N 47-620-631-35, P/N 47-620-541-3, P/N 47-620-541-7, or P/N 47-620-541-9. This also includes, but is not necessarily limited to, helicopters produced under the following Type Certificates: H7SW - Texas Helicopter Corporation, U.S. Army OH-13/M74 series helicopter (BHT Model 47 series). H5SW - Tomcat Helicopters, Inc., (Continental Copters, Inc.), U.S. Army OH-13H helicopter (BHT Model 47 series). H2CE - Wilbur Isenburg (Hawkeye), U.S. Army OH-13E helicopter (BHT Model 47 series). Compliance is required within the next 600 hours' time in service after the effective date of this AD, unless already accomplished. To prevent the failure of the tail rotor drive assembly bearing and possible loss of directional control, accomplish the following: (a) Disassemble and inspect the tail rotor drive assembly (BHT P/N 47-620-631-3, P/N 47-620-631-35, P/N 47-620-541-3, P/N 47-620-541-7, or P/N 47-620-541-9) as necessary to determine the identification of the bearing at the inboard end of the transmission tail rotor drive gear, P/N 47-620-568-1. (b) If the bearing is BHT bearing P/N 47-620-929-001 or FAA-approved equivalent, reassemble and reinstall the tail rotor drive assembly as prescribed by the applicable maintenance and overhaul manuals. (c) If the bearing identified in Item (a) is any part other than BHT P/N 47-620-929-001 or FAA-approved equivalent, replace the bearing with BHT bearing, P/N 47-620-929-001, in accordance with the instructions in BHT Alert Service Bulletin No. 47-80-6, "Replacement of Bearing, P/N 47-620-605-001, with Bearing, 47-620-929-001," dated May 15, 1980. Reassemble and reinstall the tail rotor drive assembly as prescribed by the applicable maintenance and overhaul manuals. (d) Anyequivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part thereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Bell Helicopter Textron, Product Support Department, Post Office Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at the FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at their headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective February 2, 1981.
92-10-03: 92-10-03 BRITISH AEROSPACE: Amendment 39-8236. Docket No. 91-NM-97-AD. Applicability: British Aerospace Model BAe 146 series airplanes, as listed in British Aerospace Inspection Service Bulletins 24-83 and 24-84, both dated January 22, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a fire and to provide overheat protection, accomplish the following: (a) Within 60 days after the effective date of this AD, and thereafter at intervals not to exceed 180 days for a period of two years after the initial inspections, perform a visual inspection of the in-line splices in the Auxiliary Power Unit (APU) generator circuits for heat damage, in accordance with the Accomplishment Instructions in British Aerospace Inspection Service Bulletin 24-83, dated January 22, 1991. NOTE: The FAA has determined that if the in-line splices do not show signs of overheating within a two-year period of time, no problemwill develop. (1) If heat-damaged splices are found, prior to further flight, accomplish one of the following: (i) Perform a temporary repair in accordance with paragraph 2.A(4) of British Aerospace Inspection Service Bulletin 24-83, dated January 22, 1991, by installing Modification HCM50134A, as described in Modification Service Bulletin 24-83-50134A, Revision 1, dated March 15, 1991; or (ii) Perform a permanent repair in accordance with paragraph 2.A(4) of British Aerospace Inspection Service Bulletin 24-83, dated January 22, 1991, by installing Modification HCM36097A or Modification HCM36097B, as described in Modification Service Bulletin 24-82-36097A&B, dated February 11, 1991. (2) Accomplishment of one of the modifications at a splice location in accordance with either paragraphs (a)(1)(i) or (a)(1)(ii) of this AD, constitutes terminating action for the requirements for the repetitive inspections required by paragraph (a) of this AD at that splice location. (b) Within 60 days after the effective date of this AD, and thereafter at intervals not to exceed 180 days for a period of two years after the initial inspection, perform a visual inspection of all in-line splices in the integrated drive generator circuits, in accordance with the Accomplishment Instructions in British Aerospace Inspection Service Bulletin 24-84, dated January 22, 1991. (1) If heat-damaged splices are found, prior to further flight, accomplish one of the following: (i) Perform a temporary repair in accordance with paragraph 2.A(4) of British Aerospace Inspection Service Bulletin 24-84, dated January 22, 1991, by installing Modification HCM50134B, as described in Modification Service Bulletin 24-84-50134B, Revision 1, dated March 15, 1991; or (ii) Perform a permanent repair in accordance with paragraph 2.A(4) of British Aerospace Inspection Service Bulletin 24-84, dated January 22, 1991, by installing Modification HCM01253A, as described in Modification Service Bulletin 24-85-01253A, Revision 1, dated March 15, 1991. (2) Accomplishment of one of the modifications at a splice location in accordance with paragraphs (b)(1)(i) or (b)(1)(ii) of this AD, constitutes terminating action for the requirements for the repetitive inspections required by paragraph (b) of this AD at that splice location. (c) Temporary repairs made at a splice location in accordance with paragraphs (a) or (b) of this AD, and temporary repairs made previously in accordance with British Aerospace Service Bulletin 24-A75 or 24-A76, must be replaced with a permanent repair at that splice location within 12 months after the temporary repair was installed, or within 12 months after the effective date of this AD, whichever occurs later, in accordance with British Aerospace Service Bulletin 24-83, dated January 22, 1991, or British Aerospace Service Bulletin 24-84, dated January 22, 1991, as applicable. (d) An alternative method 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, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The modifications, inspections, and repairs shall be done in accordance with the following British Aerospace Service Bulletins, which contain the specified list of effective pages: Service Bulletin No. Page Revision Level Date Inspection Service 1-4 Original January 22, 1991 Bulletin 24-83 Modification Service 1-13 Original February 11, 1991 Bulletin 24-82-36097A&B Inspection Service 1-5 Original January 22, 1991 Bulletin 24-84 Modification Service 1, 2, 9 Revision 1 March 15, 1991 Bulletin 24-83-50134A 3-4, 5, Original Undated 6, 7-8 Modification Service 1, 2, 11 Revision 1 March 15, 1991 Bulletin 24-84-50134B 3-4, 5, Original Undated 6, 7-8, 9-10 Modification Service 1, 3-4, Revision 1 March 15, 1991 Bulletin 24-85-01253A 11 2, 5, 6, Original Undated 7-8, 9-10 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (g) This amendment becomes effective on June 12, 1992.
2013-08-22: We are adopting a new airworthiness directive (AD) for certain Turbomeca S.A. Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K1, 1S, and 1S1 turboshaft engines. This AD requires daily post-flight checks of the engine tachometer's unit cycle-counting feature. This AD also requires ground-run functional checks within every 1,000 operating hours. This AD was prompted by detailed analysis and review of the accuracy of the engine's tachometer cycle-counting feature. We are issuing this AD to prevent uncontained engine failure and damage to the helicopter.
98-22-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires a one-time visual inspection of the main landing gear (MLG) brake assemblies to determine the brake configuration, and reconfiguration, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent an incorrect brake combination configuration of the MLG, and consequent reduced controllability of the airplane during take-off and landing.
98-22-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires replacement of the outboard trunnion pin of the shock strut on the main landing gear (MLG) with a new and improved outboard trunnion pin. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the outboard trunnion pin due to fatigue cracking, which could result in collapse of the MLG.
85-21-05: 85-21-05 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-5151. Applies to Models N22B and N24A airplanes, (all Serial Numbers) certificated in any category, unless, GAF Service Bulletin (AS/B) ANMD-52-6 dated August 8, 1984, (Mod N627) has been incorporated. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent restriction of the emergency exit opening, accomplish the following: (a) Modify the airplane emergency exit door interior trim panel in accordance with Paragraph 2. "Accomplishment Instructions" of GAF Alert Service Bulletin AS/B ANMD-52-6 dated August 8, 1984. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Western Aircraft Certification Office, ANM-170W, Northwest Mountain Region, FAA, Post OfficeBox 92007, Worldway Postal Center, Los Angeles, California 90009-2007. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Government Aircraft Factories, 226 Lormier Street, Fisherman's Bend, Port Melbourne, Victoria, Australia 3207, or FAA, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on November 14, 1985.
2013-08-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600 series airplanes. This AD was prompted by reports of early fatigue cracks at chem-mill areas on the crown skin panels. This AD requires repetitive inspections for cracking of the fuselage skin at certain locations at chem-mill areas, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking of the skin panel at the specified chem-mill step locations, which could result in rapid decompression of the airplane.
83-22-01 R1: This amendment clarifies information contained in Airworthiness Directive (AD) 83-22-01, which currently requires inserting certain zero fuel weight limitations into the Limitations Section of the airplane flight manual (AFM) on certain The New Piper Aircraft, Inc. (Piper) Models PA-23-235, PA-23-250, and PA-E23-250 airplanes. The FAA has received reports that reference in the AD to two of the AFM reports contains incorrect information. In particular, reference to Report 1308, Revision B, contains the words "normally aspirated"; and reference to Report 1360, Revision B, contains the word "Turbocharged." These references should be removed. This document clarifies AD 83-22-01 by removing the words "normally aspirated" and "Turbocharged" from the reference to these reports. The actions specified in this AD are intended to continue to prevent possible wing structure damage caused by excessive fuel weight, which could result in loss of control of the airplane.