Results
58-25-04: 58-25-04 HELIO: Applies to Models H-391B and H-395 Aircraft Incorporating Three Fin Hinge Attachments. Compliance required not later than next 100 hours operation or March 31, 1959, whichever occurs first. Failure of the fin upper hinge attachment has been reported. Accordingly, the following inspection and replacement programs are required: Inspect the fin top hinge and attachment details. Cracked parts must be replaced; uncracked parts may be reinstalled. In any case, new reinforcement gussets (P/N 391-022-001-16) must be installed. (Helio Service Bulletin No. 18 covers this subject.)
72-11-05: 72-11-05 CESSNA: Amdt. 39-1454. Applies to Models 411 and 421 series airplanes. Compliance: Required as indicated, unless already accomplished. In order to detect auxiliary fuel cell leakage that could result in possible fire and explosion hazards from fuel vapor ignition, accomplish the following: A) On Model 411 (Serial Numbers 411-0001 thru 411-0200) airplanes: 1) Within 10 hours' time in service after the effective date of this AD, and thereafter prior to the first flight of each day, visually inspect the lower surface of the wings in the area of the auxiliary fuel cells for fuel stains and leakage. If auxiliary fuel cell leakage is observed, prior to further flight, replace the auxiliary fuel cells with improved auxiliary fuel cells in accordance with Cessna Service Letter ME72-8, dated April 21, 1972, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. 2) The repetitive inspections required prior to the first flight of each day may be performed by the pilot, including pilots of aircraft engaged in air taxi operations. A chronological listing of compliance with this AD must be made in the airplane's permanent maintenance log in accordance with FAR 91.173. 3) On or before January 1, 1973, replace all auxiliary fuel cells with the improved auxiliary fuel cells specified in Cessna Service Letter ME72-8, dated April 21, 1972. 4) The repetitive inspections required in Paragraph A(1) may be discontinued when the improved auxiliary fuel cells are installed. B) On Model 411 (Serial Numbers 411-0201 thru 411-0300) airplanes and on Model 421 (Serial Numbers 421-0001 thru 421B0048) airplanes, within 10 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the date of the last inspection, visually inspect the lower surface of the wings in the area of the auxiliary fuel cells for stains or leakage. If auxiliary fuel cell leakage is observed, prior to further flight, replace the auxiliary fuel cells with improved auxiliary fuel cells in accordance with Cessna Service Letter ME72-8, dated April 21, 1972, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. The repetitive inspections required in this paragraph may be discontinued when the improved auxiliary fuel cells are installed. This amendment becomes effective June 2, 1972.
2015-19-16: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 777 airplanes equipped with Rolls-Royce Trent 800 series engines. This AD was prompted by reports of in-flight separation of the engine's aft plug from the forward plug, which are the two parts of the turbine exhaust plug assembly. This AD requires installation of a serviceable turbine exhaust plug assembly (for certain airplanes), and a general visual inspection (for certain airplanes) to determine the diameter of the bolt used at the forward and aft plug interface, and applicable corrective actions. We are issuing this AD to prevent separation of the aft plug from the forward plug of the turbine exhaust plug assembly, which could result in parts departing the airplane and hitting the empennage, and destabilizing the airplane during a critical flight phase. In addition, parts remaining on a runway could pose a hazard to another airplane.
2000-07-11: This amendment adopts a new airworthiness directive (AD) that applies to all Industrie Aeronautiche e Meccaniche (I.A.M.) Model Piaggio P-180 airplanes. This AD requires repetitively inspecting the brake assembly rods and tubings for wear or damage, and replacing any worn or damaged parts. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent the brake hydraulic fluid from leaking because of the brake assembly rods contacting the brake valve tubing, which could result in the inability to adequately stop the airplane during ground operations.
2015-20-02: We are superseding Airworthiness Directive (AD) 2013-02-10 for all Airbus Model A330-200 Freighter series airplanes; Model A330-200 and -300 series airplanes; and Model A340-200 and -300 series airplanes. AD 2013-02-10 required an inspection of the rods to determine the manufacturer; and for affected parts, an inspection for any cracking of the rods, and related investigative and corrective actions if necessary. This AD revises the affected airplanes of a certain paragraph of AD 2013-02-10 due to the discovery of an error. We are issuing this AD to detect and correct cracking of the rods, which could result in rupture of rods that attach the belly fairing to the airframe, leading to separation of the belly fairing from the airframe, and consequent damage to airplane structure and airplane systems.
2015-19-11: We are adopting a new airworthiness directive (AD) for Piaggio Aero Industries S.p.A. Model P-180 airplanes. 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 the need to restore the safe fatigue life of the bulkhead structure. We are issuing this AD to require actions to address the unsafe condition on these products.
2015-19-10: We are superseding Airworthiness Directive (AD) 97-02-02 for certain Models SA26-AT, SA26-T, SA226-AT, SA226-T, SA226-T(B), SA226- TC, SA227-AC (C-26A), SA227-AT, SA227-BC (C-26A), SA227-CC, SA227-DC (C-26B), and SA227-TT airplanes. AD 97-02-02 required applying torque to the control column pitch bearing attaching nuts, inspecting the bearing assembly, inspecting the elevator control rod end bearing retainer/dust seals, and replacing or installing new parts as necessary. This new AD requires inspecting for movement and correct torque of the elevator control pivot bearing, inspecting the elevator control rod for damage and correct configuration, and replacing parts as necessary. This AD also requires a 10,000-hour time-in-service (TIS) repetitive replacement of the control column pivot bearing and elevator control rod bolt and requires replacement of the control column pivot bearing with the improved design by 35,000 hours TIS. This AD was prompted by loss of elevator control due to failure of the bolt attaching the elevator control rod to the elevator walking beam under the cockpit floor. We are issuing this AD to correct the unsafe condition on these products.
47-43-10: 47-43-10 LOCKHEED: (Was Mandatory Note 21 of AD-723-3.) Applies to All Model 18 Serial Numbers. Compliance required prior to February 1, 1948. Inspect all Alfite Model 2CD1722 operating heads for the CO2 bottles (fire extinguishing system) and nitrogen bottles (emergency landing gear extension system) to determine whether these heads have been stamped with the letter "L" adjacent to the swivelnut. If the head is not marked in this manner, disassemble the head and examine the cable sheave for part number. All 2CD2248 sheaves should be reworked by rounding the inner shoulder of the ramp at its lower end throughout a distance of 1 1/4 inches, to eliminate possible jamming of the mechanism. When reworked sheaves are installed, the operating heads should be identified by the letter "R" stamped adjacent to the swivelnut. (Lockheed Service Bulletin 18/SB-140 covers this same subject.)
48-43-01: 48-43-01 MARTIN: Applies to All Model 202 Aircraft. To be accomplished as soon as practicable, but not later than January 1, 1949. In order to eliminate excessive hydraulic fluid leakage, the following shall be accomplished: 1. Replace the system emergency and flap synchronizer bypass valves, P/N 2021A82089, (HydroAire No. 4010) with new valves P/N 2021A82089-01 (HydroAire No. 4030). (This same subject is covered by GLM Maintenance Note No. 89.) 2. Replace the nose gear steer-valve P/N 2021A80590, by new valve P/N's 2021A23493, 2021A23508 or 2021A82131. (This same subject is covered by GLM Service Bulletin No. 46.) 3. Replace the two hydraulic test outlet dustcaps, P/N's 155-32-10 and 155-32-20, by new sealing caps, P/N's 2021A82133 and 2021A82134. (This same subject is covered by GLM Maintenance Note No. 88.) 4. Install safety wiring on main and landing gear pressure relief valves, Airex Nos. D-1068-3500 and 1265-900. (This same subject is covered by GLMService Bulletin No. 67.) 5. Replace all 24ST aluminum alloy tubing used in 3,000 p.s.i. hydraulic pressure lines with new 61ST tubing. (This same subject is covered by GLM Service Bulletin No. 66.) 6. Install proper size AN 6246 leather backup rings at the accumulator and pressure ports of the system unloading valve, Vickers Model AA-34582, at the ports of the emergency brake Valve Bendix No. 146251 and at all other ports where a universal type fitting connection is used. (GLM Standard Practice Sheet No. 35028 describes the correct method of assembling these connections.)
85-14-04: 85-14-04 CANADAIR: Amendment 39-5087. Applies to all Canadair Model CL-600-1A11 (CL-600) and CL-600-2A12 (CL-601) airplanes as specified in Canadair alert service bulletins A600-0416 dated July 30, 1984, or A601-0069 dated July 30, 1984, certificated in any category. Compliance is required as indicated unless already accomplished. To provide adequate lightning protection for the wing center section lower skin and the wing gravity filler caps, accomplish the following: A. Within 30 days after the effective date for this AD, unless the center wing fuel tank lower skin surface and the gravity filler fuel caps are unpainted or have been painted in accordance with Canadair Alert Service Bulletin A600-0416 dated July 30, 1984 (for CL-600 airplanes), or A601-0069 dated July 30, 1984 (for CL-601 airplanes), install a placard, which may be locally manufactured, on the left hand main instrument panel using letters of 1/8-inch minimum height, which reads as follows: "NOT APPROVED FOR FLIGHT INTO AREAS WHERE LIGHTNING CONDITIONS ARE KNOWN TO EXIST." B. Within the next six calendar months after the effective date of this AD, ensure that the center wing fuel tank lower skin surface and the wing gravity filler fuel caps are either unpainted or painted in accordance with the above service bulletins, as applicable. C. Upon completion of paragraph B., remove placard installed in accordance with paragraph A. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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 inspections and/or modifications required by this AD. This amendment becomes effective August 12, 1985.
2015-19-15: We are adopting a new airworthiness directive (AD) for PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, and PC-12/47E airplanes. 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 a malfunction of the universal joint. We are issuing this AD to require actions to address the unsafe condition on these products.
46-31-02: 46-31-02 STINSON: (Was Service Note 1 of AD-764-1.) Applies to All L-5 Series Aircraft. After each 25 hours of operation make a visual inspection of the torque tube on welded bellcrank assemblies located in the fuselage immediately aft of the rear seat for cracks in the bellcrank around the torque tube. If any cracks are found, replace or reinforce part before further operation of the aircraft. Bellcranks manufactured from a casting and installed on L-5 airplanes, Serial Number 42-98885 and subsequent, are considered satisfactory. If inspection indicates that this more satisfactory part is installed, the 25-hour inspections may be discontinued.
85-15-04: 85-15-04 BELL HELICOPTER TEXTRON, INC., HAWKEYE ROTOR AND WING, TEXAS HELICOPTER CORPORATION: Amendment 39-5186. Applies to Model 47B, 47B3, 47D, 47D1, 47E, 47G, 47H-1, 47G-3, U.S. Army Model OH-13E helicopters certified in any category and other helicopters equipped with tail rotor blade yoke P/N 74-641- 057-9. Compliance is required as indicated, unless already accomplished. To prevent the failure of the tail rotor blade yoke, accomplish the following: a. Within the next 10 hours time in service after the effective date of this AD, remove from service Texas Helicopter Corporation tail rotor blade yoke P/N 74-641-057-9. b. Any equivalent method of compliance with this AD which provides an equivalent level of safety may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. c. In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the replacement required by this AD may be accomplished. This amendment becomes effective January 8, 1986, as to all persons except those to whom it was made immediately effective by priority letter AD 85-15-04, issued July 23, 1985, which contained this amendment.
2015-19-07: We are superseding airworthiness directive (AD) 2011-26-04 for certain fuel injected reciprocating engines manufactured by Lycoming Engines. AD 2011-26-04 required inspection, replacement if necessary, and proper clamping of externally mounted fuel injector fuel lines. This new AD retains the requirements of AD 2011-26-04, and expands the list of affected engine models. This AD was prompted by revised service information that added engine models to the applicability. We are issuing this AD to prevent failure of the fuel injector fuel lines, which could lead to uncontrolled engine fire, engine damage, and damage to the airplane.
85-01-01: 85-01-01 BEECH: Amendment 39-4974. Applies to Models 65-88 (S/Ns LP-1 through LP-26, LP-28, and LP-30 through LP-47); 65-90, 65-A90, B90, and C90 (S/Ns LJ-1 through LJ-680); E90 (S/Ns LW-1 through LW-178); 100 and A100 (S/Ns B-1 through B-226); and B100 (S/Ns BE-1 through BE-8) certificated in any category in which all cast acrylic windows have not been replaced with stretched acrylic windows. Compliance: Required as indicated, unless already accomplished. To prevent failures of a cast acrylic window and resulting decompression and possible occupant injury, accomplish the following: (a) Within 50 hours time-in-service (TIS) after the effective date of this AD or 300 hours TIS after the last inspection per AD 81-12-01 whichever occurs later, and each 300 hours TIS thereafter, and within 50 hours TIS after any stripping and repainting in the area of the window; (1) Visually inspect each cast acrylic window in accordance with Beech Service Bulletin No. 2011 (SB2011). (2) If the above inspection discloses any crack, fissure, stress craze or scratch in any window, prior to further pressurized flight, replace this window with a stretched acrylic window of the appropriate part number specified in Paragraph (b). (b) Within one calendar year after the effective date of the AD, replace each cast acrylic window with one of the stretched acrylic windows listed below. WINDOW BEECH PART NUMBER Oval, baggage area 50-440014-837 or -838 Cockpit, side, standard 50-420066-317 or -318 Cockpit, side, oversize 50-420066-353 or -354 Round, Cabin 50-420013-1053 NOTE: After installing a stretched acrylic window make an appropriate entry in the Aircraft Maintenance Record which, along with previous entries, clearly shows each location at which a stretched acrylic window has been installed. (c) Upon installation of all stretched acrylic windows per Paragraph (b), this AD is no longer applicable. (d) Compliance with Paragraphs (a) and (b) is not required if the pressurization system is deactivated as follows, and the aircraft is operated in accordance with this limitation: (1) Secure the "Test/Dump" switch in the "Dump" position; and (2) Fabricate a placard, "CABIN PRESSURIZATION PROHIBITED" of 3/16-inch or larger letters and install it on the control panel adjacent to pressurization system controls; and (3) Insert a copy of this AD in the "Limitations" section of the airplane flight manual. (4) Make an appropriate entry in the Aircraft Maintenance Record showing compliance with this paragraph. (5) The provisions of this paragraph may be accomplished by the holder of at least a private pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person, provided the airplane is not used in air carrier service. (e) Aircraft may be flown unpressurized in accordance with FAR 21.197 to a location where the inspections/repairs required by this AD can be performed. (f) An equivalent method of compliance with this AD may be used when approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209; telephone (316) 946-4400. This AD supersedes AD 81-12-01, Amendment 39-4126. This amendment becomes effective February 6, 1985.
47-02-07: 47-02-07 CULVER: (Was Service Note 1 of AD-778-2.) Applies to Models V and V2 Aircraft. Inspection required after each 100 hours of operation. Inspect landing gear retraction system to determine that adjustments are as follows: (1) With the landing gear extended and no load on the wheels, the push-pull rod adjustments should be such that the center joint of the retraction links attached to each shock strut will withstand a minimum upward pressure of 25 pounds without movement. (2) The length of the push-pull rods in the wing should be so adjusted that the retraction links attached to both main gear struts are under equal pressure. (3) The down limit switch should be adjusted to cut off when the gap between the down stop and the horn on the actuating mechanism is 0.015 inch to 0.020 inch. Maintenance of these adjustments is necessary to prevent damage to the retraction system. (Culver Service Memorandum No. 12 dated November 27, 1946, covers this same subject.)
2021-12-06: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS-365N2, AS 365 N3, SA-365N, and SA-365N1 helicopters. This AD requires replacing the main gearbox (MGB), or as an alternative, replacing the epicyclic reduction gear module for certain serial numbered planet gear assemblies installed on the MGB. This AD also requires inspecting the MGB magnetic plugs and oil filter for particles. Depending on the outcome of the inspections, this AD requires further inspections and replacing certain parts. This AD was prompted by failure of an MGB second stage planet gear. The FAA is issuing this AD to correct an unsafe condition on these products.
77-17-02: 77-17-02 MCDONNELL DOUGLAS: Amendment 39-3015. Applies to DC-10-10, -10F, -30, -30F and -40 series airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo reduce the probability and severity of an inadvertent engagement of the autopilot actuators, accomplish the following: \n\n\ta.\tWithin 300 additional hours flight time, or thirty days from the effective date of this AD, whichever occurs earlier, unless already accomplished, modify the -5 or earlier pitch guidance control panels, P/N's 3759027, 3759028, 3759029 or 3759050, in accordance with McDonnell Douglas Alert Service Bulletin A22-96, Revision 1, dated July 8, 1977, or later FAA approved revisions. For panel modification and testing, the Douglas Alert Service Bulletin A22-96 refers the modifier to Bendix Alert Service Bulletins A3759027-5-SB7, A3759028-5-SB-7, A3759029-5-SB7 and A3759050-5-SB5 which are embodied into one document dated June 3, 1977. Approval of the Bendix Service Bulletinsis delegated to the Bendix Corporation by the FAA via the TSO system. Approval for incorporation into the DC-10 is via the Douglas Alert Service Bulletin A22-96. For this AD, revisions to the Bendix Bulletins referred to herein must be approved by revisions of Douglas Service Bulletin A22-96. \n\n\tb.\tProduction equivalents or equivalent modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tc.\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base for accomplishment of the modification required by this AD. \n\n\tThis amendment becomes effective August 22, 1977.
71-05-07: 71-05-07 AIRESEARCH: Amdt. 39-1166 as amended by Amendment 39-1180 and 39-1277 is further amended by Amendment 39-1430. The AiResearch Manufacturing Company of Arizona. Applies to Turbopropeller Engines Model TPE331-1, -2, -25, -29, -43, -45, -47, -49, -51, -55, -57, -61 and -71 installed in, but not limited to the Mitsubishi MU-2, Swearingen Merlin 2B, Volpar Turboliner and Short Skyvan Aircraft. Compliance required as indicated. To prevent possible failure of the high speed pinion assembly, accomplish the following: (a) Within 50 hours time in service after the effective date of this amendment to AD 71-05-07, as amended, unless already accomplished, and at intervals not to exceed 50 hours time in service thereafter, perform a visual inspection of the engine oil filter per AiResearch Service Bulletin 628, Revision 2, dated March 23, 1972, or later FAA-approved revision, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. Return a sample of engine oil and the used engine oil filter element after each inspection to AiResearch for laboratory examination in accordance with AiResearch Service Bulletin 628, Revision 2, dated March 23, 1972, or later FAA-approved revision. Use of other laboratory facilities requires the approval of the Chief, Aircraft Engineering Division, FAA Western Region. Operators must submit substantiating data to obtain this approval. (1) If excessive oil contamination in the filter is found during the visual inspection required in (a) above, the cause must be determined and corrected before further flight. (2) Prior to operation of the engine in excess of 50 hours time in service since the inspection prescribed in (a) above, the owner or operator must receive written confirmation of the results from AiResearch, or another approved facility. (b) Within 50 hours' time in service after the effective date of this AD, unless already accomplished, revise the normal procedures section of the applicable FAA approved Airplane Flight Manuals for aircraft equipped with AiResearch Model TPE331-1, -2, -25, -29, -43, -45, -47, -49, -51, -55, -57, -61, and -71 series engines to include a cautionary note to read as follows: "If sudden loss or significant fluctuation of torque pressure indication occurs, the engine should be promptly shut down and the cause determined before further operation." (c) After the effective date of this amendment to AD 71-05-07, as amended, unless previously accomplished, incorporate, at the next engine overhaul, the improved high speed pinion and thrust washer assembly per AiResearch Service Bulletin 632, Revision 1, dated March 23, 1972, or Service Bulletin 659, Revision 1, dated March 23, 1972, or later FAA-approved revision(s), or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. Upon completion of this modification the inspections of (a) above may be discontinued, and the AFM revision required by (b), above, may be deleted. Amendment 39-1166 became effective on March 9, 1971. Amendment 39-1180 became effective on April 6, 1971. Amendment 39-1277 became effective on September 2, 1971. This Amendment 39-1430 becomes effective on April 8, 1972.
2003-16-04: This amendment adopts a new airworthiness directive (AD) that applies to Pratt & Whitney Canada (PWC) engine models PW118, PW118A, PW118B, PW119B, PW119C, PW120, PW120A, PW121, PW121A, PW123, PW123B, PW123C, PW123D, PW123E, PW123AF, PW124B, PW125B, PW126A, PW127, PW127E, PW127F, PW127G turboprop engines. This amendment requires replacing certain Stewart Warner part number (P/N) fuel heaters, installed on PWC engines, with redesigned fuel heaters. This amendment is prompted by several field incidents in which one or more of the three studs that attach the fuel filter bowl to the fuel heater have been partially or completely pulled free of the fuel heater housing. We are issuing this AD to prevent the separation of the fuel filter bowl from the fuel heater, which could result in a pressurized fuel leak and possible engine fire.
2015-19-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by reports of latently failed fuel shutoff valves discovered during fuel filter replacement. This AD requires revising the maintenance or inspection program to include new airworthiness limitations. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine and auxiliary power unit (APU), which could result in the inability to shut off fuel to the engine and APU and, in case of certain fires, an uncontrollable fire that could lead to structural failure.
88-22-02: 88-22-02 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-6043. Applies to Model BK-117A-1, BK-117A-3, and BK-117A-4 helicopters, all serial numbers, certificated in all categories, equipped with Lycoming Model LTS-101 series engines (Docket 87- ASW-61). Compliance is required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To provide the flightcrew with emergency engine shut down instructions to be followed in event of an impending engine turbine burst, insert the following updates (or the forthcoming permanent equivalent revisions) into the applicable FAA-approved flight manual. (a) For the Model BK-117A-1 and BK-117A-3 helicopters, insert into the applicable Rotorcraft Flight Manual--MBB Temporary Revision 5, dated July 27, 1987. (b) For the Model BK-117A-4 helicopter, insert into the applicable Rotorcraft Flight Manual--MBB Temporary Revision 1, dated July 27, 1987. (c) Upon request, an alternate means of compliance which provides an equivalent level of safety with the requirements of this AD may be used when approved by the Manager, Rotorcraft Directorate, Aircraft Certification Service, ASW-100, FAA, Fort Worth, Texas 76193-0100. This amendment, 39-6043, becomes effective November 16, 1988.
99-22-13: This amendment adopts a new airworthiness directive (AD), applicable to BHTC Model 407 helicopters, that requires visually inspecting the vertical fin (fin) for reduced skin thickness; repairing or replacing the fin, if necessary; and identifying fins that have been inspected or repaired. This amendment is prompted by a report of an inboard skin damaged during production. The actions specified by this AD are intended to detect fin assemblies with reduced skin thickness which, if not corrected, reduce the strength of the skin and could lead to failure of the fin and loss of control of the helicopter.
2015-17-19: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. This AD was prompted by fuel leaks caused by damage to the fan case low-pressure (LP) fuel tube. This AD requires inspection of the fan case LP fuel tubes and associated clips and the fuel oil heat exchanger (FOHE) mounts and associated hardware. We are issuing this AD to prevent failure of the fan case LP fuel tube, which could lead to an in-flight engine shutdown, loss of thrust control, and damage to the airplane.
98-11-29: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146 series airplanes and Model Avro 146-RJ series airplanes, that requires a one-time inspection to detect corrosion of the threads of the eyebolt and piston rod on the retraction jack of the main landing gear (MLG); and repair, 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 corrosion of the threads of the eyebolt and piston rod on the retraction jack of the MLG, which may cause the eyebolt to detach from the jack, and consequent unrestrained MLG deployment or inability to retract the MLG.