Results
67-22-08: 67-22-08 ROLLS-ROYCE: Amdt. No. 39-451, Part 39, Federal Register July 26, 1967. Applies to Spey Model 506-14 Engines. Compliance required as indicated, unless already accomplished. To prevent failure of the C.A.S.C. 105 and 125 Lucas fuel flow controls installed on Spey Model 506-14 engines due to wear of the splines on the input drive assembly, accomplish the following: (a) For fuel flow controls with 700 or more hours' total time in service on the effective date of this AD and that have not been overhauled, comply with paragraph (e) within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 800 hours' time in service from the last inspection. (b) For fuel flow controls with less than 700 hours' total time in service on the effective date of this AD and that have not been overhauled, comply with paragraph (e) before the accumulation of 800 hours' total time in service, and thereafter at intervals not to exceed 800 hours' time in service from the last inspection. (c) For fuel flow controls that have been overhauled and that on the effective date of this AD, have 700 or more hours' time in service since overhaul, comply with paragraph (e) within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 800 hours' time in service from the last inspection. (d) For fuel flow controls that have been overhauled and that on the effective date of this AD have less than 700 hours' time in service since overhaul, comply with paragraph (e) before the accumulation of 800 hours' time in service since overhaul, and thereafter at intervals not to exceed 800 hours' time in service from the last inspection. (e) Inspect the input drive assembly, in accordance with Rolls-Royce Service Bulletin Number SP 73- A109 dated February 2, 1967, or later ARB-approved issue, or FAA-approved equivalent. If wear is found, incorporate Rolls-Royce Modification 3258, or an FAA-approved equivalent, before further flight. (f) The repetitive inspection required by paragraphs (a) through (d) may be discontinued upon incorporation of Modification 3258, or an FAA-approved equivalent. This amendment effective August 25, 1967.
2021-09-09: The FAA is adopting a new airworthiness directive (AD) for certain Uninsured United Parachute Technologies, LLC (UPT) parachutes. This AD results from reserve pin covers (RPCs) catching on the parachute container flaps and preventing the reserve parachute from deploying. This AD requires modifying the RPC before the next parachute jump and replacing the RPC at the next reserve parachute packing. The FAA is issuing this AD to address the unsafe condition on these products.
2021-07-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC 155B and EC155B1 helicopters. This AD was prompted by a report of mechanical deformation of the protective cover of the ''SHEAR'' control pushbutton on the copilot collective stick. This AD requires replacement of the protective cover of the ''SHEAR'' control pushbutton on the pilot and copilot collective sticks and re- identification of the pilot and copilot collective sticks, 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.
2018-19-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS-365N2, AS 365 N3, EC 155B, EC155B1, SA-365N1, and SA-366G1 helicopters. This AD requires repetitive inspections of the aft fuselage outer skin. This AD was prompted by several reports of aft fuselage outer skin disbonding. The actions of this AD are intended to address an unsafe condition on these products.
89-08-08: 89-08-08 BOEING: Amendment 39-6191. \n\n\tApplicability: Model 737-100 and 737-200 series airplanes, certificated in any category, which presently do not use nose gear compression logic to enable thrust reversers. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure timely deployment of reverse thrust when landing under adverse weather and runway conditions, accomplish the following: \n\n\tA.\tWithin 18 months from the effective date of this AD, install an FAA-approved modification to the Air/Ground Sensing System which causes the thrust reverser logic to be enabled by nose gear strut compression in addition to the present logic of the right main gear oleo compression. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial 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. \n\n\tThis amendment (39-6191, AD 89-08-08) becomes effective on May 10, 1989.
2006-19-08: The FAA is adopting a new airworthiness directive (AD) for certain Stemme GmbH & Co. KG Model STEMME S10-VT sailplanes. This AD requires you to do a one-time inspection of all exhaust bends (each cylinder 1 to 4) in the area of the curvature bend near the cylinder flange, replace any damaged exhaust pipes found, and recondition the heat protection wrapping. This AD results from deformations and cracks found at an exhaust bend during maintenance work. We are issuing this AD to detect and correct cracks in the exhaust pipes. Damaged exhaust pipes could cause exhaust gases to expand into the engine compartment and/or carbon monoxide (CO) to leak into the cockpit section.
2018-17-15: We are superseding Airworthiness Directive (AD) 2018-02-14 for certain Honeywell International Inc. (Honeywell) TPE331 turboprop and TSE331 turboshaft engines. AD 2018-02-14 required inspection of the affected combustion chamber case assembly, replacement of those assemblies found cracked, and removal of affected assemblies on certain TPE331 and TSE331 engines. This AD retains the inspection and replacement requirements in AD 2018-02-04; revises the Applicability to add the TPE331-12 engine model and the related inspection action, correct references to certain engine models; and revises compliance to allow certain weld repair procedures. This AD was prompted by comments to revise the applicability and required actions of AD 2018-02-14 to include the TPE331-12B engine model, correct certain TPE engine model typographical errors, and to allow certain weld repair procedures. We are issuing this AD to address the unsafe condition on these products.
2000-10-07: This amendment adopts a new airworthiness directive (AD) that applies to Eurocopter Model EC 135 helicopters. This AD requires replacing a certain oil cooler fan splined drive shaft (shaft) with a different airworthy shaft and re-identifying the part numbers on the oil cooler fans. This amendment is prompted by two incidents in which the shaft broke. The actions specified by this AD are intended to prevent failure of the shaft, loss of oil cooling, and a subsequent engine shutdown during flight.
71-25-02: 71-25-02 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1349 as amended by Amendment 39-1375. Applies to Model BAC 1-11 200 and 400 series airplanes. Compliance is required as indicated. To prevent failures of the flap beam bracket to wing attachments due to loose or failed attachment bolts through the wing lower skin at flap beam locations 2, 3, 4, accomplish the following: (a) For 200 and 400 series airplanes which do not have parallel shank bolts installed in accordance with paragraph (h)(2) of AD 70-18-1 or do not have BAC Modification PM 3065(b), PM 4407 Part A5 or A6, or PM 4790(c) incorporated, at flap beam locations 2 (both L.H. and R.H.), within the next 50 landings after the effective date of this AD, unless already accomplished within the last 450 landings, and thereafter at intervals not to exceed 500 landings from the last inspection, inspect the six flap beam bracket attachment bolts through the wing lower skin at each affected flap beam location 2 for looseness orfailure in accordance with paragraph (h). (b) For 200 series airplanes which do not have paralleled shank bolts installed in accordance with paragraph (h)(2) of AD 70-18-1 or do not have BAC Modification PM 3065(d), PM 4407 Part A7 or A8, or PM 4790(c) incorporated, at flap beam locations 3 (both L.H. and R.H.), within the next 50 landings after the effective date of this AD, unless already accomplished within the last 950 landings, and thereafter at intervals not to exceed 1,000 landings from the last inspection, inspect the four flap beam bracket attachment bolts through the wing lower skin at each affected flap beam location 3 for looseness or failure in accordance with paragraph (h). (c) For 200 series airplanes which do not have paralleled shank bolts installed in accordance with paragraph (h)(2) of AD 70-18-1 or do not have BAC Modification PM 3216, PM 4407 Part A11 or A12, or PM 4790(c) incorporated, at flap beam locations 4 (both L.H. and R.H.), within the next 50 landings after the effective date of this AD, unless already accomplished within the last 950 landings, and thereafter at intervals not to exceed 1,000 landings from the last inspection, inspect the four flap beam bracket attachment bolts through the wing lower skin at each affected flap beam location 4 for looseness or failure in accordance with paragraph (h). NOTE: An inspection accomplished at a flap beam location in accordance with paragraph (a), (b), or (c) of AD 70-18-1 prior to the effective date of this AD may be considered to meet the initial inspection required by paragraph (a), (b), or (c), respectively, of this AD. (d) For 200 and 400 series airplanes which have an applicable Part A5, A6, A7, A8, A9, A10, A11, or A12 of BAC Modification PM 4407, or PM 3216 incorporated at a flap beam locations 2, 3, or 4 (both L.H. and R.H.), within the next 50 landings after the effective date of this AD or before the accumulation of 450 landings after incorporating BAC Modification PM 3216 or PM 4407 at an affected flap beam location, whichever occurs later, and thereafter at intervals not to exceed 500 landings from the last inspection, inspect the flap beam bracket attachment bolts through the wing lower skin at each affected flap beam location for looseness or failure in accordance with paragraph (h). (e) If failed or loose bolts through the wing lower skin are found during an inspection required by paragraph (a), (b), (c), or (d) comply with subparagraph (1), (2), or (3). (1) If more than one failed or loose bolt are found on any bracket, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs or modifications can be performed, comply with paragraphs (i), (j), and (k). (2) If no more than one failed or loose bolt on each bracket at any flap beam location if found, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs ormodifications can be performed, comply with paragraphs (i) and (j) and either- (i) Comply with paragraph (k); or (ii) Replace each failed or loose bolt with a new taper bolt of the same part number or with a parallel shank bolt having a material strength of 140,000 to 165,000 p.s.i. and having a diameter compatible with the maximum diameter of the replaced taper bolt and within the next 300 landings after replacing the failed or loose bolt comply with paragraphs (i), (j), and (k). (3) If no failed bolt and no more than one loose bolt is found at any flap beam location, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs or modifications can be performed, comply with paragraphs (i) and (j) and either - (i) Comply with paragraph (k); or (ii) Leave the loose bolt in service and within the next 300 landings after finding the loose bolt comply with paragraphs (i), (j), and (k). (f) For 200 and400 series airplanes which have any parallel shank bolts installed at a flap beam location as a repair for any failed or loose flap beam bracket attachment bolts through the wing lower skin in accordance with paragraph (h)(2) of AD 70-18-1, comply with the following: (1) At each affected flap beam location inspect all the flap beam bracket attachment bolts through the wing lower skin for failure or looseness in accordance with paragraph (h) as indicated below: (i) For airplanes with 1,200 or more landings on an affected flap beam location since the installation of the parallel shank bolts, within the next 25 landings after the effective date of this AD unless already accomplished within the last 25 landings, and thereafter at intervals not to exceed 50 landings from the last inspection until paragraph (k) is complied with. (ii) For airplanes with 900 or more but less than 1,200 landings on an affected flap beam location since the installation of the parallel shank bolts, within the next 50 landings after the effective date of this AD unless already accomplished within the last 50 landings, and thereafter at intervals not to exceed 100 landings from the last inspection until paragraph (k) is complied with. (iii) For airplanes with less than 900 landings on an affected flap beam location since the installation of the parallel shank bolts, within the next 50 landings after the effective date of this AD unless already accomplished within the last 250 landings, or before the accumulation of 300 landings on the affected flap beam location, whichever occurs later. (2) If any failed or loose bolts are found during an inspection required by this paragraph before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs or modifications can be performed, comply with paragraphs (i), (j), and (k). (3) Within the next 300 landings after the effective date of this AD comply with paragraphs (i), (j), and (k) at each affected flap beam location. (g) For 200 and 400 series airplanes, at those flap beam locations 2, 3, or 4 at which replacement bolts were installed or loose bolts were left in service as provided by paragraphs (d)(1) and (f)(2) of AD 70-18-1, as amended, comply with the following: (1) For flap beam locations at which a loose bolt or replacement bolt is still in service, before the accumulation of 300 landings on the loose bolt or replacement bolt comply with paragraphs (i), (j), and (k). (2) For flap beam locations at which a loose bolt or replacement bolt has been removed from service through modifications performed in accordance with paragraph (h) of AD 70-18-1, comply with paragraphs (i) and (j), unless already accomplished at the time of such modifications or subsequent thereto, as indicated below: (i) For flap beam locations modified in accordance with paragraph (h)(1) of AD 70-18-1, at the first inspection required by paragraph (d).(ii) For flap beam locations modified in accordance with paragraph (h)(2) of AD 70-18-1, at the first inspection required by paragraph (f). (iii) For flap beam locations modified in accordance with paragraph (h)(3) of AD 70-18-1, within the next 100 landings after the effective date of this AD. (h) Inspect the flap beam bracket attachment bolts through the wing lower skin for failure or looseness by applying a load to the nut on each bolt to ensure that the bolt has not failed or is not loose. NOTE: The inspection for security of the taper bolts cannot be adequately carried out at the bolt head because the shallow taper might maintain the bolt shank tight in spite of failure at the thread undercut. (i) At each affected flap beam location accomplish the following: (1) Visually inspect the two lower horizontal attachment bolts (one on each side of the flange) which pass through the forward flange of the flap beam attachment bracket and the rear spar lower boom angle for failure or looseness. (2) Visually inspect the wing structure in the area of the affected flap beam location for damage or fuel leaks. (3) If any failed or loose horizontal bolts or any damage to the wing structure or any fuel leaks are found during an inspection required by this paragraph, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs can be performed, replace the failed or loose horizontal bolts, repair the damage to the wing structure, and seal the fuel leaks. (j) At each affected flap beam location accomplish the following: (1) Visually inspect both flap beam attachment brackets for cracks in the webs or flanges. NOTE: Particular attention should be given to Type A and Type B cracks as shown in Figure 1 of British Aircraft Corporation Service Newsletter 57/7, Issue 1, dated April 27, 1970. (2) If a crack is found during an inspection required by this paragraph, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs can be performed, comply with ARB-approved instructions from the Service Manager, British Aircraft Corporation, Weybridge, Surrey, England, or an FAA-approved equivalent. (k) At each affected flap beam location replace all the flap beam bracket attachment bolts through the wing lower skin with new increased diameter BAC Modification PM 4790(c) parallel shank bolts in accordance with Part C of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 57-PM 4790 dated March 1, 1971, or an FAA-approved equivalent. (l) The repetitive inspection required by this AD may be discontinued at each flap beam location where the modifications specified by paragraph (k) have been incorporated. NOTE: These modifications may be accomplished in complying with Amendment 39- 1348. (m) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for BAC 1-11 200 and 400 series airplanes. (n) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region may adjust the repetitive inspection intervals specified in paragraphs (a), (b), (c), and (d) of this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. Amendment 39-1349 superseded Amendment 39-1073 (35 F.R. 13879), AD 70-18-1, as amended by Amendment 39-1184 (36 F.R. 5976). Amendment 39-1349 became effective November 30, 1971. This Amendment 39-1375 becomes effective upon publication in the Federal Register.
2006-18-11: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-200, -300, -400, and -500 series airplanes equipped with an auxiliary fuel system installed in accordance with STC SA83NE, SA1078NE, SA725NE, ST00040NY, or ST01337NY. This AD requires a one-time deactivation of the auxiliary fuel system, repetitive venting of the auxiliary fuel tanks, and revising the Limitations section of the airplane flight manual to limit the maximum cargo weight. This AD results from a re-evaluation of the floor structure and cargo barriers conducted by the STC holder. We are issuing this AD to prevent structural overload of the auxiliary fuel tank support structure, which could cause the floor beams to fail and resultant damage to the primary flight controls and the auxiliary power unit fuel lines that pass through the floor beams, and consequent loss of control of the airplane. We are also issuing this AD to prevent structural overload of the cargo barriers, which couldcause the barriers to fail, allowing the cargo to shift, resulting in possible damage to the auxiliary fuel tanks, residual fuel leakage, and consequent increased risk of a fire.
59-02-02: 59-02-02 DOUGLAS: Applies to All DC-7 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been several incidents of the engine cowling moving forward in flight and striking the propeller. This has been caused by incorrect installation of the cowling on its mountings. In order to prevent incorrect installation of the cowling, more positive means of indexing and aligning must be provided. Pending installation of these means, special inspections are established. \n\n\t(1)\tEffective at next cowl removal, unless modification per paragraph (2) has already been accomplished, perform a special inspection each time any segment of cowl is removed and replaced to assure that cowl indexing means are in satisfactory condition and that cowling is properly positioned. \n\n\t(2)\tNot later than November 1, 1959, install improved supports for indexing and aligning the top left and right-hand cowling segments of each of the four powerplants. Douglas Service Bulletin No. 131 dated August 21, 1956, revised February 5, 1958, covers an acceptable means of accomplishing this change.
2021-08-10: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC- 10-30F (KC-10A and KDC-10), DC-10-40 \n\n((Page 20449)) \n\nand DC-10-40F airplanes; and Model MD-10-10F and MD-10-30F airplanes. This AD was prompted by a report that an operator found a crack in the upper flange of the pylon aft bulkhead bracket. This AD requires a general visual inspection of the left and right wing pylon at the aft bulkhead bracket for any lockbolt and collar; repetitive surface and open hole eddy current high frequency (ETHF) inspections of the left and right wing pylon at the aft bulkhead bracket for any cracking; and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2018-18-17: We are superseding Airworthiness Directive (AD) 2016-13-06, which applied to certain Saab AB, Saab Aeronautics Model 340A (SAAB/ SF340A) and SAAB 340B airplanes. AD 2016-13-06 required a revision of the applicable airplane flight manual (AFM), repetitive inspections of the horizontal stabilizer de-icing boots, and applicable corrective actions. This AD continues to require a revision of the applicable AFM, repetitive inspections of the horizontal stabilizer de-icing boots, and applicable corrective actions. This AD also requires replacement of single stitched de-icing boots with improved double stitched boots, and re-identification of the modified horizontal stabilizer leading edge. This AD was prompted by reports of ruptured horizontal stabilizer de- icing boots. We are issuing this AD to address the unsafe condition on these products.
2018-18-11: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS-365N2 and AS 365 N3 helicopters with a lower strobe light installed. This AD requires installing a cable mount, inspecting the lower strobe light wiring harness, and re-routing the wiring harness. This AD was prompted by reports of interference between the lower strobe light wiring harness and the helicopter structure. The actions of this AD are intended to prevent an unsafe condition on these helicopters.
2021-08-18: The FAA is superseding Airworthiness Directive (AD) 2021-04-16 which applied to certain Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. AD 2021-04-16 required a one-time inspection of the landing gear for components with non-conforming threads and removal of any non-conforming threaded hinge pin and main landing gear (MLG) and nose landing gear (NLG) actuator pins. AD 2021-04-16 also prohibited installing certain part-numbered hinge and actuator pins on any helicopter. This AD requires the same actions but corrects erroneous part numbers. This AD was prompted by the discovery that certain part numbers listed in AD 2021-04-16 are incorrect. The FAA is issuing this AD to address the unsafe condition on these products.
2006-19-04: The FAA is adopting a new airworthiness directive (AD) for certain Honeywell COM units and transponders, installed on but not limited to certain transport category airplanes. This AD requires a revision to the Normal Procedures section of the airplane flight manual to advise the flightcrew to check the status of the transponder after changing the air traffic control (ATC) code. This AD also requires replacing certain identification plate(s) with new plate(s), testing certain COM units or transponders as applicable, and corrective action if necessary. For certain airplanes, this AD requires replacing the transponders of certain COM units with new or modified transponders. For certain other airplanes, this AD requires installing a modification into certain transponders. This AD results from the transponder erroneously going into standby mode if the flightcrew takes longer than five seconds when using the rotary knob of the radio management unit to change the ATC code. We are issuing this AD to prevent the transponder of the COM unit from going into standby mode, which could increase the workload on the flightcrew and result in improper functioning of the traffic alert and collision avoidance system.
2021-07-16: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB412 helicopters. This AD was prompted by a cracked spiral bevel gear. This AD requires a one-time visual inspection and a recurring fluorescent magnetic particle inspection (FMPI) of affected spiral bevel gears for a crack, and depending on the inspection results, removing the spiral bevel gear from service. This AD also prohibits installing an affected spiral bevel gear unless it has recently passed an FMPI. The FAA is issuing this AD to address the unsafe condition on these products.
2018-17-13: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) Tay 620-15 turbofan engines. This AD was prompted by reports of low-pressure compressor (LPC) fan blade retention lug failures. This AD requires reviewing the engine maintenance records and replacing the LPC fan blade with a part eligible for installation if the dry-film lubricant (DFL) treatment limit is exceeded. We are issuing this AD to address the unsafe condition on these products.
2006-19-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300-600 series airplanes. That AD currently requires repetitive eddy current inspections to detect cracks of the outer skin of the fuselage at certain frames, and repair or reinforcement of the structure at the frames, if necessary. That AD also requires eventual reinforcement of the structure at certain frames, which, when accomplished, terminates the repetitive inspections. This new AD requires, for airplanes that were previously reinforced but not repaired in accordance with the existing AD, a one- time inspection for cracking of the fuselage outer skin at frames 28A and 30A above stringer 30, and repair if necessary. This AD results from a report that the previously required actions were not sufficient to correct cracking before the structural reinforcement was installed. We are issuing this AD to prevent such fatigue cracking, which could result in reduced structural integrity, and consequent rapid decompression of the airplane.
2021-08-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-323, -342, and -343 airplanes. This AD was prompted by the discovery of an erroneous value in some airplane data files that are used for performance computations in the airplane flight manual (AFM). This AD requires revising the existing AFM and applicable corresponding operational procedures, 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.
2021-08-07: The FAA is adopting a new airworthiness directive (AD) for certain Rockwell Collins, Inc. (Rockwell Collins), GPS-4000S Global Positioning Systems (GPS) installed on airplanes. This AD was prompted by an un-annunciated GPS position error, which could cause a misleading localizer performance with vertical guidance (LPV) glidepath, resulting in controlled flight into terrain (CFIT). This AD requires upgrading the GPS-4000S. The FAA is issuing this AD to address the unsafe condition on these products.
2018-18-12: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS350B, AS350B1, AS350B2, AS350B3, and AS350BA helicopters with a Pall Aerospace Corporation inlet barrier filter (IBF) element. This AD requires revising the Rotorcraft Flight Manual Supplement to [[Page 45546]] prohibit operating a helicopter with an IBF element in wet weather and replacing the IBF element if wet. This AD is prompted by a forced landing after an engine flameout. The actions of this AD are intended to address an unsafe condition on these products.
89-02-06: 89-02-06 AEROSPATIALE: Amendment 39-6114. Applicability: Model ATR42 series airplanes, as listed in Aerospatiale Service Bulletin ATR42-27-0027, Revision 2, dated June 27, 1988, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of rudder control, accomplish the following: A. Within 60 days after the effective date of this AD, install screws and nuts having two separate locking devices in the forward and aft quadrant cable stops in the rudder control system, in accordance with Aerospatiale Service Bulletin ATR42-27-0027, Revision 2, dated June 27, 1988. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. 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 documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6114, AD 89-02-06) becomes effective February 22, 1989.
2006-19-05: This amendment adopts a new airworthiness directive (AD) for the specified restricted category type-certificated helicopters. The AD requires a review of the helicopter records to determine the Commercial and Government Entity (CAGE) code of the tail rotor (T/R) slider. If the T/R slider is FAA approved or has a certain legible CAGE code, this AD requires no further action. If you cannot determine whether the T/R slider is FAA approved and it has no stamped CAGE code, an illegible stamped CAGE code, or an affected CAGE code, the AD also requires, before further flight and at specified intervals, magnaflux inspecting the T/R slider for a crack. If a crack is found, the AD requires, before further flight, replacing the T/R slider with an airworthy T/R slider. The AD also requires replacing the T/R slider with an airworthy T/R slider on or before accumulating 1,000 hours time-in-service (TIS) or on or before 12 months, whichever occurs first. This amendment is prompted by two accidents attributed to sub-standard T/R sliders that failed during flight. The actions specified by this AD are intended to prevent failure of a T/R slider, loss of T/R control, and subsequent loss of control of the helicopter.
2006-18-17: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-400, 747-400D, and 747- 400F series airplanes. The existing AD currently requires reviewing airplane maintenance records; inspecting the yaw damper actuator portion of the upper and lower rudder power control modules (PCMs) for cracking, and replacing the PCMs if necessary; and reporting all airplane maintenance records review and inspection results to the manufacturer. This new AD expands the applicability and discontinues certain requirements of the existing AD. This AD adds repetitive inspections of the PCMs, and replacement of the PCMs if necessary. This AD results from manufacturer findings that the inspections required by the existing AD must be performed at regular intervals. We are issuing this AD to detect and correct cracking in the yaw damper actuator portion of the upper and lower rudder PCMs, which could result in an uncommanded left rudder hardover, consequent increased pilot workload, and possible runway departure upon landing.