Results
75-04-02: 75-04-02 SIKORSKY AIRCRAFT: Amendment 39-2082. Applies to S-55, S-55B, S-55C and S-62A Helicopters certificated in all categories, including military type HRS-1, HRS-3, CH-19, H-19B, H-19G, H-19A, H-19D, HO4S-3G, UH-19D, H19D5, UH-19B, UH-19D helicopters, equipped with P/N S10-10-3325-1 and S10-10-3325-2 main rotor spindles. (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished within the preceding 50 hours' time in service, conduct a dye penetrant inspection of the exposed areas of the lugs of the main rotor spindles. (b) If a crack is found during the above inspection, replace the cracked spindle with a spindle that has been inspected in accordance with paragraph (a) above and found to be free of cracks, prior to flight. (c) Report in writing any cracks found during the inspection of paragraph (a) to: Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Each report must include the length and location of the cracks and the total time in service of the spindle. Sikorsky message SST62A6C74.3 covers this inspection. This amendment becomes effective February 19, 1975.
70-03-07: 70-03-07 AIRESEARCH: Amdt. 39-936. Applicable to operators of aircraft with AiResearch model GTP30-141 Auxiliary Power Units installed, including but not limited to, those Convair 600/640 aircraft listed in AiResearch Telegraphic Bulletin No. 49-A1838, dated January 17, 1970, or later FAA approved revisions. Within ten (10) hours time in service, install a placard in full view of the pilot, to read: "Operation of the APU is prohibited in flight, except in emergency. Operate the APU at no load for at least one minute before shutdown." This placard may be removed when the APU is replaced with APU modified to series 4 or Change 5 in accordance with AiResearch Telegraphic Service Bulletin No. 49-A1838, dated January 17, 1970, or later FAA approved revisions. This amendment is effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 23, 1970.
2011-12-10: This amendment supersedes an existing airworthiness directive (AD) for the specified Robinson model helicopters that currently requires a visual inspection for skin separation along the leading edge of blade skin aft of the skin-to-spar bond line on the lower surface of each main rotor blade (blade) and in the tip cap area. The existing AD also requires a ``tap test'' for detecting a separation or void in both bonded areas and repainting any exposed area of the blades. If any separation or void is detected, the AD requires, before further flight, replacing the blade. Thereafter, before each flight, the existing AD also requires checking for any exposed (bare) metal along the skin-to- spar bond line on the lower surface of each blade near the tip. If any bare metal is found, that AD requires an inspection by a qualified mechanic. This amendment contains the same requirements but expands the applicability to include all serial-numbered model helicopters and limits the applicability to specific blade part numbers. This amendment also requires a repetitive inspection of the blade and any necessary rework. This amendment is prompted by a fatal accident in Israel. We have also included responses to comments objecting to the recording requirements in the current AD relating to the pilot checks before each flight and to comments that the burden of the before-each-flight pilot check exceeds the benefit. We have concluded that a check before the first flight of each day is sufficient for aviation safety. The actions specified by this AD are intended to provide more specific AD actions, to relieve the burdens associated with the before-each-flight check by changing it to a daily check, to detect blade skin debond, and to prevent blade failure and subsequent loss of control of the helicopter.
75-07-02: 75-07-02 CESSNA: Amendment 39-2132. Applies to Models 177, 177RG and F177RG airplanes. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo preclude separation of the foam rubber air filter seal, within 25 hours' time in service, after the effective date of this AD, accomplish the following: \n\n\tA)\tOn Models 177 (Serial Numbers 17702040 through 17702220); 177RG (Serial Numbers 177RG0433 through 177RG0625); and Model F177RG (Serial Numbers F177RG0093 through F177RG0122) airplanes, remove the air filter seal attached with double-backed adhesive tape and replace with a new P11-0766 air filter seal using EC1300LP adhesive in accordance with Cessna Service Letter SE 75-3, dated January 24, 1975, or later revision. \n\n\tB)\tOn Models 177 (Serial Numbers 601 and 17700001 through 17702039); 177RG (Serial Numbers R177RG0001 through 177RG0442); and F177RG (Serial Numbers F177RG0001 through F177RG0092) airplanes, visually inspect the air filter for the date of manufacture and on those air filters manufactured between November 1, 1973, and November 1, 1974, replace the air filter seal in accordance with Paragraph A above. \n\n\tC)\tAny alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective March 26, 1975.
2012-02-18: We are adopting a new airworthiness directive (AD) for all DASSAULT AVIATION Model MYSTERE-FALCON 50 airplanes. This AD was prompted by reports of cracking of the flap tracks. This AD requires revising the maintenance program to include revised airworthiness limitations. We are issuing this AD to prevent cracking of the flap tracks, which could lead to flap asymmetry and loss of control of the airplane.
73-20-03: 73-20-03 HILLER AVIATION: Amdt. 39-1724. Applies to Hiller Model UH-12, UH-12A, UH-12B, UH-12C, UH-12D, and UH-12E Helicopters certificated in all categories. Compliance required within the next 5 hours time in service after the effective date of this AD, unless already accomplished on receipt of the airmail AD dated September 6, 1973, and thereafter at intervals not to exceed 50 hours time in service from the last inspection. To detect cracks in the main rotor hub P/N's 51437, 51437-6, 51437-7, 51437-8, 51437- 9, 51437-11, 51437-901, and 51437-11-911, accomplish the following: Conduct dye penetrant inspection of the main rotor hubs P/N's 51437, 51437-6, 51437-7, 51437-8, 51437-9, 51437-11, 51437-901, 51437-11-911, inside the hub in the area opposite the control rotor trunnion attachments. If cracks are found, replace with a new part before further flight and continue the 50 hour interval dye penetrant inspections. Report cracks found, model and serial number, and total time in service on the main rotor hub, to Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. (Reporting approved by the Bureau of the Budget under B.O.B. No. 04-R0174). This amendment is effective on October 30, 1973.
74-20-12: 74-20-12 COMMANDER AIRCRAFT DIVISION, ROCKWELL INTERNATIONAL: Amendment 39-1979. Applies to Rockwell Model 690A series airplanes, S/N 11100 through 11197. Compliance required as indicated unless already accomplished. 1. Before the first flight of each day after the effective date of this A.D., check the cutout around the openable pilot's and co-pilot's side windows for cracks. 2. If cracks are found in either side window, replace the openable side window with a non-openable side window, P/N 360012-501, before further flight, except flight with cabin unpressurized may be made in accordance with FAR 21.197 to a base where the replacement can be accomplished. 3. Within 50 hours' time in service after the effective date of this A.D., unless already accomplished, replace all openable side windows, with a non-openable side window, P/N 360012-501, in accordance with Rockwell Service Bulletin 143 dated September 10, 1974, or an equivalent method approved by the Chief,Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Fort Worth, Texas. This amendment becomes effective October 4, 1974.
2012-04-01: We are superseding an existing airworthiness directive (AD) for all RR RB211-Trent 800 series turbofan engines. That AD currently requires removal from service of certain critical engine parts based on reduced life limits. This new AD reduces the life limits of additional critical engine parts. This AD was prompted by RR reducing the life limits of additional critical engine parts. We are issuing this AD to prevent the failure of critical rotating parts, which could result in uncontained failure of the engine and damage to the airplane.
74-22-06: 74-22-06 DEHAVILLAND: Amendment 39-1993. Applies to DHC-6 airplanes Serial Numbers 1 to 393 inclusive, excluding Serial Numbers 107, 168, 182, 184, 209, 383, 385, 386, 390 and 391, certificated in all categories. To detect cracks in the horizontal stabilizer rear spars, within the next 50 hours in service or 1 week, whichever occurs first, after the effective date of this AD, unless already accomplished, inspect visually using a magnification glass of at least 10 power or an approved equivalent for spanwise cracks along the radii at the junctions of the rear spar webs with the top and bottom flanges between Station 10.00 and Station 53.00 on the left and right hand horizontal stabilizers. If cracks are found, accomplish the following: 1. Alter the spar in accordance with paragraph 2 of Accomplishment Instructions of de Havilland Service Bulletin No. 6/310, dated June 28, 1974, or an approved equivalent before further flight, except that the airplane may be flown inaccordance with FAR 21.197 to a base where the alteration can be performed. 2. Equivalent inspections or alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 3. The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective October 23, 1974.
2012-02-04: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc RB211-Trent 500 series turbofan engines. This AD requires a one-time inspection of the fuel tubes and fuel tube clips for evidence of damage, wear, and fuel leakage. This AD was prompted by reports of wear found between the securing clips and the low-pressure (LP) fuel tube outer surface, which reduces the fuel tube wall thickness, leading to fracture of the fuel tube and consequent fuel leak. We are issuing this AD to prevent engine fuel leaks, which could result in risk to the airplane.
75-18-07: 75-18-07 BELL: Amendment 39-2346. Applies to Bell Models 206A, 206B, 206A-1, and 206B-1 helicopters certificated in all categories. Compliance required within 600 hours' time in service after the effective date of this AD, unless already accomplished. To prevent loss of attaching bolt torque for the main rotor blade hub pillow blocks, accomplish the following: (a) Remove the four nuts and bolts that attach the pillow block assemblies to the main rotor yoke and remove the washers, P/N 206-010-171-1, and bushings, P/N 206-010- 170-1. (b) Install four flanged bushings, P/N 206-011-128-1, into the pillow blocks with the flanges facing outboard. Secure the pillow blocks to the yoke with appropriate nuts and bolts, with a washer under each nut, and torque the nut and bolt 60 inch pounds, plus drag (tare) torque of the self-locking nut. (Note: Compliance with items 1, 2, and 3 of Bell Service Bulletin No. 206-75-3, dated May 1, 1975, or later FAA approved revision, will constitute compliance with the requirements of this AD.) This amendment becomes effective September 19, 1975.
73-18-02: 73-18-02 HAWKER SIDDELEY AVIATION, LTD.: Amendment 39-1706. Applies to Hawker Siddeley Model BH-125 and DH-125 airplanes equipped with overhauled oxygen cylinders. Compliance is required within the next 14 days after the effective date of this AD, except as provided in paragraph (c), and thereafter at each replacement of an oxygen cylinder with an overhauled oxygen cylinder. To prevent the possible burst failure of overhauled oxygen cylinders, P/N WKA 29396/GR14, WKA 29396/GR22, WKA 31393, and WKA 31394, due to the overhaul stamp impression being located on a critical area of the cylinder, accomplish the following: (a) Visually inspect the surface of the oxygen cylinder for evidence of stamp impressions indicating the date of the overhaul or letters designating the overhaul agency. (b) If stamp impressions are found during an inspection required by paragraph (a), on the cylinder shoulder, either (1) outboard of a radius of 3 inches from the cylinder center, or (2) inboard of a 3 inch radius and accompanied by local distortion in the hemispherical profile at the stamp impression, before further flight, replace the cylinder with a serviceable part of the same part number, or an FAA-approved equivalent. (c) If the oxygen system is to be recharged before accomplishment of the inspection provisions of this AD, the oxygen system charge must be limited to not more than 50 percent of normal full quantity, and a placard must be installed adjacent to the oxygen system charging point, stating, "System Contents Must Not Exceed 1/2 Full At Any Time." (d) The placard required by paragraph (c) may be removed when it is determined by an inspection in accordance with paragraph (a) that the oxygen cylinders have no stamp impressions on the cylinder shoulder, outboard of a radius of 3 inches from the cylinder center, and if there is a stamp impression inboard of a 3 inch radius, that there is no local distortion in the hemispherical profile at the stamp impression. This amendment becomes effective August 28, 1973.
2012-02-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, and -300 series airplanes. This AD was prompted by a report from the airplane manufacturer that airplanes were assembled with air distribution ducts in the environmental control system (ECS) wrapped with Boeing Material Specification (BMS) 8-39 or Aeronautical Materials Specifications (AMS) 3570 polyurethane foam insulation, a material with fire-retardant properties that deteriorate with age. This AD requires reworking certain air distribution ducts in the ECS. We are issuing this AD to prevent ignition of the BMS 8-39 or AMS 3570 polyurethane foam insulation on the duct assemblies of the ECS due to a potential electrical arc, which could start a small fire and lead to a larger fire that may spread throughout the airplane through the ECS.
75-22-19: 75-22-19 SIAI-MARCHETTI: Amendment 39-2388. Applies to F.260 and F.260B airplanes, Serial Numbers 101 thru 125, 2-26 thru 2-52 (except S/N 2-33, 2-47, 2-50, and 2-51), 3-76, 3-77, and 502, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent failure of the main landing gear, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, or before the accumulation of 300 hours total aircraft time in service, whichever occurs later, perform a magnetic particle inspection of the landing gear bellcrank pivot bolts, P/N 260-14-35- 1, in accordance with SIAI Marchetti Service Bulletin S.B. No. 260B7, dated August 27, 1971, or an FAA-approved equivalent. (b) If cracks are found, before further flight, comply with paragraph (d) of this AD. (c) If no cracks are found, comply with paragraph (d) of this AD within the next 100 hours' time in service after the inspection.(d) Where required by paragraph (b) or (c) of this AD, replace the pivot bolts P/N 260-14-35-1 and bushings P/N 260-14-17-3 with modified bolts P/N 260-14-35-3 and modified bushings P/N 260-14-17-5 in accordance with SIAI Marchetti Service Bulletin S.B. No. 260B8, dated September 18, 1971, or an FAA-approved equivalent. This amendment becomes effective October 27, 1975.
70-09-04: 70-09-04 MCDONNELL DOUGLAS: Amdt. 39-982. Applies to Douglas DC-9 series airplanes certificated in all categories as listed in Douglas Aircraft Company Service Bulletin No. 28-16, Revision 1, dated January 9, 1970, or later FAA approved revision. \n\n\tCompliance required within the next 800 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent a possible fuel interruption due to tire tread separation striking the fire-x-fuel shutoff valve cable system, accomplish the following. \n\n\tInstall a protective guard over the fire-x-fuel shutoff valve return idler pulley bracket located in the main landing gear wheel wells in accordance with the instructions of Douglas Aircraft Co. Service Bulletin No. 28-16, Revision 1, dated January 9, 1970, 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 June 2, 1970.
2012-01-06: We are adopting a new airworthiness directive (AD) for certain Model 767-200 and 767-300 series airplanes. This AD was prompted by reports of water accumulation in the forward lower lobe of the forward cargo compartment. This AD requires installing cargo bulkhead supports, ceiling supports, a secondary dam support, drainage tubing, and ceiling panels to the forward lower lobe in the forward cargo compartment. We are issuing this AD to prevent water from accumulating in the forward lower lobe of the forward cargo compartment and entering the adjacent electronic equipment bay, which could result in an electrical short and the potential loss of several functions essential for safe flight.
71-10-01: 71-10-01 BELLANCA: Amendment 39-1205. Applies to Model 17-30 (Serial Numbers 30002 through 30216) Airplanes. Compliance: Required as indicated unless already accomplished. To prevent hazardous fuel leakage in these airplanes, accomplish the following: Within 50 hours time in service after the effective date of this AD, install an electric fuel pump seal chamber drain in accordance with instructions contained in Bellanca Service Letter No. 64, dated April 6, 1971, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective May 8, 1971.
74-24-06: 74-24-06 BOEING: Amendment 39-2018. Applies to Boeing Model 727-200 airplanes, listed in Boeing Service Bulletin 727-32-222 dated September 6, 1974, or later FAA approved revisions. \n\t(1)\tTo detect broken wires or a failed nose landing gear position indicator lock switch, perform an operational test of the nose landing gear position indication system per Boeing 727 Maintenance Manual, Chapter 32-61-71, within the next 300 hours time in service after the effective date of this AD, unless Service Bulletin 727-32-222 is already accomplished. \n\t(2)\tAs terminating action to prevent false "Down and Locked" nose landing gear position indication, within the next 1,000 hours time in service after the effective date of this AD, unless already accomplished, modify the wiring in accordance with Boeing Service Bulletin 727-32-222 dated September 6, 1974, or Boeing Service Bulletin 727-32-222, Revision 1, dated November 15, 1974, or later FAA approved revisions, or an equivalent modificationapproved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe 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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way, Seattle, Washington 98108. \n\n\tThis amendment becomes effective November 26, 1974.
72-22-02: 72-22-02 RAZORBACK FABRICS, INC: Amdt. 39-1531 as amended Amendment 39-1541. Applies to airplanes having wings, tail, or control surfaces covered with fiberglass using the "razorback" method, certificated in all categories. This covering process has been approved by numerous Supplemental Type Certificates and FAA Forms 337 as complying with Advisory Circular 20-44, "Glass Fiber Fabric for Aircraft Covering." Compliance required within the next fifty hours' time in service after the effective date of this airworthiness directive, unless already accomplished. To determine if the fabric is attached with plastic coated glass rib stitch cord, inspect the interior of the wings, tail, or control surfaces through inspection openings or by cutting small holes in the fabric. The plastic coating on the rib stitch cord is black in color. a. If the fabric is attached with the plastic coated rib stitch cord, replace the stitching with MIL-C-5649 cord or FAA approved equivalent before fifty hours' time in service from the effective date of this Airworthiness Directive. b. If the fabric is attached with MIL-C-5649 cord, or FAA approved equivalent, no further action is required. c. All work required, including patching holes, may be accomplished in accordance with FAA Advisory Circular 43.13-1. Razorback Fabrics, Inc., Service Bulletin 1-1 dated 3/11/64 covers the same subject. (NOTE: Copies of Razorback Fabrics, Inc., Service Bulletin 1-1 may be obtained from the company at Manila, Arkansas 72442.) This supersedes Amendment 39-1531, 37 F.R. Amendment 39-1531 became effective October 16, 1972. This amendment 39-1541 becomes effective November 15, 1972.
2012-01-02: We are adopting a new airworthiness directive (AD) for Schempp-Hirth Flugzeugbau GmbH Model Discus 2cT gliders. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as small cracks which have been found on engine pylons in the area of the lower engine support that have not been detected during the standard daily inspection. This condition, if not detected and corrected, could lead to an engine pylon failure resulting in loss of control of the glider. We are issuing this AD to require actions to address the unsafe condition on these products.
2011-18-21: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires initial and repetitive borescope inspections of the head section and meterpanel assembly of the combustion liner, and replacement if necessary. This new AD requires those same inspections, and replacement. This AD also expands the applicability to include part numbers (P/N) of additional combustion liners. This AD was prompted by an inquiry submitted by an operator, which resulted in RR performing a complete review of the affected front combustion liner part numbers. We are issuing this AD to prevent deterioration of the engine combustion liner, which can result in combustion liner breakup, case burn-through, engine fire, and damage to the airplane.
74-25-08: 74-25-08 CONSOLIDATED AERONAUTICS, INC: Amendment 39-2036. Applies to Colonial Model C-1 and C-2 airplanes certificated in all categories. Compliance required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished within the preceding 90 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection. To prevent operation with cracked or failed wing rear spar fittings or wing rear spar fittings with distorted bolt holes, accomplish the following: (1) Remove the cover of the compartment containing the aileron control system, located behind the fuel tank area, and visually inspect the wing rear spar left and right fore fittings, P/Ns 3200-151L and 3200-151R, for cracks, failures or distorted bolt holes. (2) Remove the baggage compartment and visually inspect the wing rear spar left and right aft fittings, P/N's 3200-148L and 3200-148R, for cracks, failures or distorted bolt holes. (3) Replace cracked or failed fittings or fittings with distorted bolt holes prior to further flight. This amendment becomes effective December 18, 1974.
2011-26-04: We are superseding an existing airworthiness directive (AD) for certain fuel injected reciprocating engines manufactured by Lycoming Engines. That AD currently requires inspection, replacement if necessary, and proper clamping of externally mounted fuel injector fuel lines. That AD also states that it is not applicable to engines that have a Maintenance and Overhaul Manual with an Airworthiness Limitations Section that requires inspection and replacement, if necessary, of externally mounted fuel injector lines. This new AD requires the same actions. This AD was prompted by Lycoming Engines revising their Mandatory Service Bulletin (MSB) to add engine models requiring inspections. We are issuing this AD to prevent failure of the fuel injector fuel lines that would allow fuel to spray into the engine compartment, resulting in an engine fire.
70-09-01: 70-09-01\tBOEING: Amdt. 39-976. Applies to Model 737 series airplanes. \n\n\tCompliance required within the next 250 hours time in service after the effective date of this ad, unless already accomplished. \n\n\tAs a result of FAA evaluations of the 737 electrical system sufficient cause has been found to prevent inadvertent operation of the battery switch located on the forward overhead panel. Inadvertent operation of the battery switch during some operating conditions could result in loss of the standby electrical system. To prevent inadvertent operation of the battery switch on the forward overhead panel on the subject 737 series airplanes, accomplish one of the following: \n\n\t\t(1)\tInstall a switch guard and light plate per the Boeing Service Bulletin No. 24- 1010 Revision (1) dated April 24, 1970, or later FAA approved revisions. \n\n\t\t(2)\tReplace the battery switch with a detent lock type switch, P/N MS 24659-23D or an equivalent MS type, provided the galley switch is a toggle type. \n\n\t\t(3)\tPerform an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\tThis amendment becomes effective April 23, 1970.
2011-25-51: We are adopting a new airworthiness directive (AD) for certain Continental Motors, Inc. (CMI) models TSIO-520, TSIO-550-K, TSIOF-550K, and IO-550-N series reciprocating engines. This emergency AD was sent previously to all known U.S. owners and operators of these engines. This AD requires replacing affected CMI starter adapters with starter adapters eligible for installation. This AD was prompted by 5 reports received of fractures in starter adapter shaft gears in certain part number (P/N) CMI starter adapters. We are issuing this AD to prevent failure of the starter adapter gear shaft, leading to an inoperable oil scavenge pump and engine in-flight shutdown.