Results
93-09-02: 93-09-02 AIRBUS INDUSTRIE: Amendment 39-8569. Docket 92-NM-226-AD. Applicability: Model A300, A310, and A300-600 series airplanes, as listed in Airbus Industrie All Operator Telex (AOT) 29-07, dated August 28, 1992; airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent jamming of the hydraulic fire shut off valve (FSOV) actuator, which could result in the inability to isolate hydraulic fluid from an engine fire, accomplish the following: (a) For airplanes having any hydraulic FSOV that has not ever been functionally tested in accordance with Maintenance Planning Document (MPD) Task Number 29-11-33-0503-1 (for Model A300 series airplanes) or MPD Task Number 29-11-33-01-1 (for Model A310 and A300-600 series airplanes): Within 450 hours time-in-service after the effective date of this AD, perform a one-time operational test to detect potential bearing failure of the electric motor that drives thehydraulic FSOV actuator, and to detect FSOV malfunction, in accordance with Airbus Industrie All Operator Telex (AOT) 29-07, dated August 28, 1992. (1) If any FSOV fails the operational test, prior to further flight, replace that FSOV in accordance with the AOT. (2) If a FSOV passes the operational test, no further action is necessary for that FSOV. (b) For airplanes having any hydraulic FSOV that has been functionally tested only once in accordance with MPD Task Number 29-11-33-0503-1 (for Model A300 series airplanes) or MPD Task Number 29-11-33-01-01 (for Model A310 and A300-600 series airplanes): Within 900 hours time-in-service after the effective date of this AD, perform a one-time operational test to detect potential bearing failure of the electric motor that drives the hydraulic FSOV actuator, and to detect FSOV malfunction, in accordance with Airbus Industrie All Operator Telex (AOT) 29-07, dated August 28, 1992. (1) If any FSOV fails the operational test, prior tofurther flight, replace that FSOV in accordance with the AOT. (2) If a FSOV passes the operational test, no further action is necessary for that FSOV. (c) For airplanes having any hydraulic FSOV that has been functionally tested two or more times in accordance with MPD Task Number 29-11-33-0503-1 (for Model A300 series airplanes) or MPD Task Number 29-11-33-01-01 (for Model A310 and A300-600 series airplanes): No further action is required by this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the 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 tests shall be done in accordance with Airbus Industrie All Operator Telex (AOT)-29-07, dated August 28, 1992. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on June 9, 1993.
75-17-05 R1: 75-17-05 R1 BRITISH AIRCRAFT CORPORATION: Amendment 39-2303 as amended by Amendment 39-4197. Applies to BAC Model 1-11, 200 Series airplanes. Compliance is required as indicated. To detect and repair cracks in the nose landing gear sustaining ram, accomplish the following: (a) Within the next 500 landings after the effective date of this AD or before the accumulation of 20,500 landings, whichever occurs later, unless already accomplished within the last 1,000 landings, and thereafter at intervals not to exceed 1,500 landings from the last inspection, inspect the nose landing gear sustaining ram P/N AB44A-1399, for cracks using a permanent magnet or suitable electro-magnetic process in accordance with paragraph 2.1.1 of British Aerospace, Aircraft Group, Alert Service Bulletin 32-A-PM5070, Issue No. 3, dated March 29, 1979 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) If cracks are found during an inspection required by paragraph (a) of this AD which exceed the limits specified in paragraph 2.1.7 of the Service Bulletin, before further flight, replace the nose landing gear sustaining ram, P/N AB44A-1399, with a serviceable part of the same part number. (c) If cracks are found during an inspection required by paragraph (a) of this AD which do not exceed the limits specified in paragraph 2.1.7 of the Service Bulletin, before further flight, either - (1) Replace the nose landing gear sustaining ram, P/N AB44A-1399, with a serviceable part of the same part number; or (2) Remove the cracks in accordance with instructions in paragraph 2.1.4 of the Service Bulletin, or an FAA-approved equivalent, and reprotect the ram in accordance with the instructions in either paragraph 2.1.5 or 2.1.6 of the Service Bulletin, or an FAA-approved equivalent. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined bydividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the BAC 1-11 airplane. (e) If an equivalent means of compliance is used in complying with this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof 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 British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at FAA Headquarters, Room 916, 800 Independence, SW., Washington, D.C. 20591. Amendment 39-2303 became effective September 1, 1975. This amendment 39-4197 becomes effective September 8, 1981.
97-13-02: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-13-02, which was sent previously to all known U.S. owners and operators of Diamond Aircraft Industries, Inc. (Diamond) Model DA 20-A1 airplanes. This AD requires fabricating and installing a placard and inserting limitations into the airplane s flight manual limitations section prohibiting spin maneuvers until a modification is installed. This AD results from an occurrence where a pilot s shoe jammed between the rudder control pedal and the firewall during a spin recovery in a Canadian registered HOAC-Austria Model DV 20 KATANA airplane. The actions specified by this AD are intended to prevent the pilot s shoe from becoming jammed between the rudder pedal and firewall which could result in loss of control of the airplane.
77-12-03: 77-12-03 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2920. Applies to Model DH-114 airplanes, certificated in all categories, that are not equipped with engine mount stay struts marked as Issue 2 or subsequent or marked "DOI No. 68640." Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To detect internal corrosion of the engine mount stay strut, P/N 14 EM.337A, accomplish the following: (a) Remove the stay strut from the aircraft and inspect in accordance with the X-ray procedure of Appendix I of Hawker Siddeley Technical News Sheet No. E.8, dated March 19, 1973, or an FAA-approved equivalent. (b) Replace any strut for which internal corrosion is detected by the inspection required by paragraph (a) of this AD with a new part or otherwise serviceable spare part of the same part number determined to be free of internal corrosion by the inspection required by paragraph (a) of this AD oran FAA-approved equivalent. (c) It is requested that copies of the X-rays, or results of an FAA-approved equivalent inspection, be forwarded to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by the Office of Management and Budget under OMB No. 04-RO-174). This amendment becomes effective July 18, 1977.
2010-19-06R1: We are revising an existing airworthiness directive (AD) for the products listed above. This AD was prompted by Turbomeca restoring all or part of the life limits of the affected discs, and European Aviation Safety Agency's (EASA) issuance of AD 2010-0101R2, dated March 24, 2011, to do the same. Turbomeca has introduced a reinforced eddy- current inspection (ECI) which, combined with a revised analysis, allows the life limit of the affected discs to be extended. We are issuing this revision to prevent failure of the gas generator (GG) second stage turbine disc which could result in the release of high energy debris and damage to the helicopter.
97-14-04: This amendment supersedes two existing airworthiness directives (AD), applicable to certain Boeing Model 737 series airplanes, that currently require tests of the main rudder power control unit (PCU) to detect excessive internal leakage of hydraulic fluid, stalling, or reversal, and to verify proper operation of the PCU; and replacement of the PCU with a unit having a different part number, if necessary. This amendment adds requirements for replacement of the PCU and the vernier control rod bolts with newly designed units. This amendment also adds a requirement for leak tests of the PCU, and replacement of the PCU with a serviceable or newly designed unit, if necessary. This amendment is prompted by reports of fracturing of the vernier control rod bolts as a result of the shank of the bolt running into the threads on the nutplate during installation of the rod. The actions specified by this AD are intended to prevent such fracturing, which could result in uncommanded movements of the rudder, and consequent reduced controllability of the airplane.
75-10-04: 75-10-04 HUGHES HELICOPTERS: Amendment 39-2196. Applies to Hughes model 369, 369A, 369H, 369HM, 369HS, and 369HE helicopters certificated in all categories including Military YOH-6A and OH-6A equipped with aluminum tail rotor blades, part number 369A1613 or 369A1613-3. To determine if cracks exist in the root fittings of the tail rotor blades and assure timely rework of the fittings accomplish the following: A. Perform a close visual check by the pilot in command, or inspection by a certificated mechanic on any day the helicopter is operated, in accordance with Part III of Hughes Service Information Notice No. HN-83, dated April 15, 1975 or later FAA approved revisions. Comply with Part II of the notice for those blades specified therein prior to the first daily check or inspection. Remove all cracked blades from service prior to further flight. Note: The person who performs the check or inspection shall record it in the appropriate aircraft records per FAR 91.173. B.Within the next 50 hours time in service, unless already accomplished, comply with Part I of Hughes Service Information Notice No. HN-83, dated April 15, 1975 or later FAA-approved revisions. Remove all cracked blades from service prior to further flight. Continue the checks or inspections specified in paragraph A. above. C. For blades in spares inventory, including blades on spare tail rotor assemblies, accomplish Parts I and II of the Hughes S.I.N. No. HN-83, dated April 15, 1975, or later FAA- approved revisions, at or before installation on helicopter. D. Equivalent checks, inspections and rework may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. E. Aircraft may be flown to a base for performance of that work required by paragraph B., above, of this AD, per FARs 21.197 and 21.199." This amendment is effective May 12, 1975, for all persons except those to whom it was made effective immediately by airmail letter dated April 17, 1975.
2022-03-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report that during type certification activity, it was identified that certain monitoring software was incorrectly implemented in the braking control system (BCS) certification standard. This AD requires installing (updating) certain software for the braking and steering system, as 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.
97-13-10: This amendment adopts a new airworthiness directive (AD), applicable to General Electric Aircraft Engines CF700 series turbofan engines, that requires replacement of existing fan guards with new, improved fan guards. This amendment is prompted by a report of uncontained fan blades which separated from the engine during an overspeed. The actions specified by this AD are intended to prevent an overspeed of the aft fan disk from resulting in an uncontained engine failure and damage to the aircraft.
2011-26-10: We are adopting a new airworthiness directive (AD) for Enstrom Helicopter Corporation (Enstrom) Model F-28C, F-28C-2, F-28F, 280C, 280F, 280FX TH-28, 480, and 480B helicopters with certain trim relays to require modifying and testing the lateral and longitudinal cyclic trim actuator assemblies. This AD was prompted by four failures in the cyclic trim system on certain Enstrom model helicopters that resulted in reduced controllability of the helicopter. These actions are intended to prevent failure of the cyclic trim system and subsequent loss of control of the helicopter.