Results
99-25-03: This amendment supersedes two airworthiness directives (ADs) that apply to International Aero Engines AG (IAE) V2500-A1 series turbofan engines. The first superseded AD, AD 98-20-18, currently requires removal from service of affected high pressure turbine (HPT) disks, identified by part number and serial number in the applicability paragraph of that AD, and replacement with a serviceable part. The second superseded AD, AD 99-05-05, requires initial and repetitive inspections of certain HPT stage 1 and stage 2 disks utilizing an improved ultrasonic method when the disks are exposed during a normal shop visit, and if a subsurface anomaly is found, removal from service and replacement with a serviceable part. This supersedure requires the initial inspection mandated by AD 99-05-05 to be completed at the next shop visit regardless of the planned maintenance or the reason for shop removal. The repetitive inspection interval is redefined to eliminate the cyclic limit and thusbe less restrictive. This superseding action is prompted by results from investigations subsequent to the publication of AD 98-20-18 that have revealed that the HPT disks affected by that AD are part of the population addressed by AD 99-05-05. These HPT disks can be safely reintroduced into service after completing the initial inspection requirements mandated by this proposed AD. This supersedure is also prompted by further analysis that indicates a reduction in risk if the initial inspection required by AD 99-05-05 is completed sooner and the subsequent required inspections can be redefined to eliminate the cyclic limit, thereby creating less burden on operators. The actions specified by this AD are intended to prevent HPT disk fracture, which could result in an uncontained engine failure and damage to the airplane.
92-14-04: 92-14-04 FOKKER: Amendment 39-8286. Docket No. 91-NM-211-AD. Applicability: Model F-28 Mark 0100 series airplanes; serial numbers 11244, 11245, 11250 through 11256, inclusive, and 11268 through 11273, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural capability of the vertical stabilizer, accomplish the following: (a) For airplanes having serial numbers 11244, and 11250 through 11256, inclusive: Prior to the accumulation of 6,500 landings, or within 60 days after the effective date of this AD, whichever occurs later, disassemble the vertical stabilizer in accordance with Part 1, Steps A. through C., of Fokker Service Bulletin SBF100-55-011, dated October 1, 1991. (1) For airplanes that have accumulated 3,000 or fewer landings at the time the airplane is disassembled to comply with paragraph (a) of this AD, modify the vertical stabilizer, in accordance with Part 1, Steps E. through G., of the service bulletin. (2) For airplanes that have accumulated more than 3,000 landings at the time the airplane is disassembled to comply with paragraph (a) of this AD, inspect the rivet holes for cracks, in accordance with Part 1, Step D., of the service bulletin. (i) If no cracks are found, or if cracks are found that are less than 0.8 mm in length, modify the vertical stabilizer, in accordance with Part 1, Steps E. through G., of the service bulletin. (ii) If any crack is found that is 0.8 mm or longer, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) For airplanes having serial numbers 11245, and 11268 through 11273, inclusive: Prior to the accumulation of 6,500 landings, or within 60 days after the effective date of this AD, whichever occurs later, disassemble the vertical stabilizer in accordance with Part 2, Steps A. through C., of Fokker Service Bulletin SBF100-55-011, dated October 1, 1991. (1) For airplanes that have accumulated 3,000 or fewer landings at the time the airplane is disassembled to comply with paragraph (b) of this AD, modify the vertical stabilizer, in accordance with Part 2, Steps E. through G., of the service bulletin. (2) For airplanes that have accumulated more than 3,000 landings at the time the airplane is disassembled to comply with paragraph (b) of this AD, inspect the rivet holes for cracks, in accordance with Part 2, Step D., of the service bulletin. (i) If no cracks are found, or if cracks are found that are less than 0.8 mm in length, modify the vertical stabilizer, in accordance with Part 2, Steps E. through G., of the service bulletin. (ii) If any crack is found that is 0.8 mm or longer, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch. (d) 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. (e) The inspections and modifications shall be done in accordance with Fokker Service Bulletin SBF100-55-011, dated October 1, 1991. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (f) This amendment becomes effective on August 18, 1992.
2022-19-12: The FAA is superseding Airworthiness Directive (AD) 2021-19- 08, which applied to certain Robinson Helicopter Company (Robinson) Model R44 and R44 II helicopters. AD 2021-19-08 required checking each tail rotor blade (blade) for any crack and removing any cracked blade from service. AD 2021-19-08 also required removing all affected blades from service and prohibited installing any affected blade on any helicopter. Since the FAA issued AD 2021-19-08, it was determined that an additional model helicopter and additional blades are affected by the unsafe condition. This AD requires the same actions as AD 2021-19- 08 and adds certain Robinson Model R66 helicopters to the applicability and adds additional part-numbered and serial-numbered blades to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2013-16-01: We are adopting a new airworthiness directive (AD) for certain Beechcraft Corporation (type certificate previously held by Hawker Beechcraft Corporation) Models 58, 95-C55, E55, and 56TC airplanes; and Hawker Beechcraft Corporation Models 58P and 58TC airplanes (both type certificates previously held by Raytheon Aircraft Company). This AD was prompted by reports of elevator balance weights becoming loose or failing because the balance weight material was under strength and did not meet material specifications. This AD requires inspections of elevator balance weights and replacement of defective elevator balance weights. We are issuing this AD to correct the unsafe condition on these products.
77-17-13: 77-17-13 CANADAIR: Amendment 39-3023. Applies to Canadair Model CL-215 aircraft, S/Ns 1001 through 1030, certificated in all categories. Compliance required prior to issuance of a U.S. airworthiness certificate, unless already accomplished. To preclude inadvertent opening of the nose landing gear doors when electric power to the nose gear selector valve is interrupted with the landing gear in the "UP" position, accomplish the following: (a) Incorporate the alteration outlined in Canadair Service Bulletin CL-215-176, dated September 5, 1973, or an equivalent alteration. (b) Alter the nose landing gear hydraulic system in accordance with the modifications described in Canadair Service Bulletin CL-2l5-200, dated August 5, 1975, or an equivalent method. (c) Equivalent alterations or methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch FAA Eastern Region. This amendment is effective August 30, 1977.
2004-20-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-200B, -200C, -200F, -300, -400, -400D, and -400F series airplanes; and Model 747SP series airplanes, that requires repetitive functional tests of the auxiliary power unit (APU) and engine fire shutoff switches and repetitive replacements of the APU and engine fire shutoff switches. The AD also provides an optional terminating action for the repetitive functional tests and replacements. This action is necessary to prevent mineral build-up on the APU and engine fire shutoff switches, which could lead to failure of the switches to discharge fire suppressant in the affected area and could result in an uncontrolled fire that could spread to the strut, wing, or aft body of the airplane. This action is intended to address the identified unsafe condition.
96-23-10: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney (PW) JT3D series turbofan engines, that requires inspection of steel high pressure compressor (HPC) disks for corrosion, recoating or replating those disks, or replacing those disks as necessary. This amendment is prompted by reports of a failure of a PW JT8D steel HPC disk, which is similar in design to the PW JT3D steel HPC disks. The actions specified by this AD are intended to prevent steel HPC disk failure due to corrosion, which could result in an uncontained engine failure and damage to the aircraft.
90-08-14: 90-08-14 BEECH: Amendment 39-6563. Docket No. 89-CE-26-AD. Applicability: The following airplanes certificated in any category. MODELS SERIAL NUMBERS 95, B95, B95A, D95A, E95 TD-1 through TD-721 95-55, 95-A55, 95-B55 and 95-B55A TC-1 through TC-2456, except TC-350 95-C55, 95-C55A, D55, D55A, E55 and E55A TC-350 and TE-1 through TE-1201 95-B55B (T42A) TF-1 through TF-70 56TC, A56TC TG-1 through TG-94 58, 58A TH-1 through TH-1475 Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent cracks in the wing forward spar carry-through web structure from propagating to lengths that could compromise the integrity of the wing attachment to the fuselage, accomplish the following: (a) Within the next 100 hours time-in-service (TIS), after the effective date of this AD, or upon the accumulation of 1,500 hours total TIS, whichever occurs later, and thereafter at the intervals specified below,inspect the wing forward spar carry-through web structure in accordance with the instructions in Beech Service Bulletin (SB) No. 2269, Revision 1, dated March 1990. (1) If no cracks are found, repeat the inspection at 500 hour TIS intervals thereafter. (2) For cracks in the bend radius: (i) If the crack length is less than 2.25 inches, prior to further flight stop drill the crack in accordance with the instructions in Beech SB No. 2269, Revision 1, and reinspect for crack progression every 200 hours TIS thereafter. Only one stop drilled crack for the left side and one stop drilled crack for the right side of the web structure are permissible. (ii) If the crack length is greater than 2.25 inches but less than 4.0 inches, prior to further flight stop drill the crack in accordance with the instructions in Beech SB No. 2269, Revision 1, and within the next 100 hours TIS, repair the web structure with the applicable Beech Part Number (P/N) 58-4008 kit as specifiedin the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (iii) If the crack length is greater than 4.0 inches, prior to further flight repair the web structure with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft CertificationOffice at the address below for disposition. (3) For cracks in the web face, in the area of the huckbolt fasteners: (i) If the crack length is less than 1.0 inch, reinspect for crack progression every 100 hours TIS thereafter. Only one crack for the left side and one crack for the right side are permissible, provided neither crack exceeds 1.0 inch in length. NOTE 1: Do not stop drill these cracks due to the possibility of damaging the structure behind the web face. (ii) If any crack length is greater than 1.0 inch, or a crack is connecting two fastener holes, within the next 25 hours TIS, repair the web face with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in thesesubsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (iii) If any crack passes through two fastener holes and extends beyond the holes for more than 0.5 inch, prior to further flight repair the web face with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (4) If cracks are found on the same side of the airplane in both the forward and aft web face, or the bend radii, and any of the cracks are more than 1.0 inch long, prior to further flight repair the webstructure with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. NOTE 2: If a fuselage skin crack is discovered around the opening for the lower forward carry-through fitting, an external doubler may be required. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, FAA, Room100, 1801 Airport Road, Wichita, Kansas 67209. NOTE 3: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6563, AD 90-08-14) becomes effective on May 7, 1990.
2022-19-11: The FAA is adopting a new airworthiness directive (AD) for certain Costruzioni Aeronautiche Tecnam S.P.A. (Tecnam) Model P2006T airplanes. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. This AD requires performing a detailed visual inspection (DVI) of the aileron control assembly, repairing the aileron control assembly if any crack or damage (including missing paint, nicks, or scrapes) is found, measuring the length of the screws installed on the ceiling cover panel, and replacing the screws if found to be of excessive length. The FAA is issuing this AD to address the unsafe condition on these products.
99-24-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires modification of the airplane by coldworking fastener holes at the front and rear wing spars and by installing modified support angles for the lower trailing edge panel of the wing. 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 fatigue cracking in the lower spar cap of the wing rear spar and in the lower skin at the wing front spar, just outside the nacelle, on the left-hand and right-hand side of the airplane, which could result in fuel leakage and consequent fire in or around the wing.
2022-17-03: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. This AD was prompted by significant changes, including new or more restrictive requirements, made to the airworthiness limitations (AWLs) related to fuel tank ignition prevention. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate the latest revision of the AWLs. The FAA is issuing this AD to address the unsafe condition on these products.
99-25-01: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Model BAe.125 series 1000A and 1000B, and Model Hawker 1000 series airplanes, that requires inspection of P1 pitot pipes for chafing or damage, and various follow-on actions. This amendment is prompted by reports of P1 pitot pipes chafing against adjacent flight control cables. The actions specified by this AD are intended to prevent a hole in the P1 pitot pipes, which would lead to erroneous input to the instrumentation and warning systems associated with the pilot's instruments.
57-16-03: 57-16-03 DOUGLAS: Applies to All Model DC-7 Series Aircraft Prior to Fuselage No. 697. \n\n\tCompliance required as indicated. \n\n\tNumerous cases have been reported wherein fatigue failures have occurred in the elevator control tab pushrod assembly, P/N 4499117. Investigation reveals that tubes reamed to accommodate the end fittings are unsatisfactory. Also, it has been determined that P/N 4499117 as well as other assemblies, P/N's 2357984, 3593467, and 4335618, have been reamed to permit installation of the end fittings. \n\n\tUnless already accomplished, inspect all the above assemblies within the next 300 hours for fatigue cracks or reaming. Unless disassembled x-ray is believed to be the only reliable means of verifying whether the tubes have been reamed in excess of the limits specified by Douglas. \n\n\tIf cracks are found or reaming exceeds the limits specified in Douglas Service Bulletin DC-7 No. 181 reissued February 8, 1957, the part must be replaced. \n\n\tAll parts reamed within tolerances specified in the Douglas Service Bulletin must be visually reinspected for fatigue cracks at intervals not to exceed 300 hours. When P/N's 4335618 and 4499117 as well as any P/N 3593467, which have been reamed, are replaced with P/N 359347 now manufactured by controlling the swaging of the tube instead of reaming to permit installation of the end fittings, the repeated inspection may be discontinued. \n\n\t(Douglas Service Bulletin DC-7 No. 132 revised November 13, 1956, covers the installation of P/N 3593467 and the associated changes required to make the installation on aircraft originally incorporating P/N 4335618 or P/N 4499117.) \n\n\tThis supersedes AD 56-24-04.
76-10-02: 76-10-02 HUGHES HELICOPTERS: Amendment 39-2611. Applies to Hughes Model 269 series helicopters equipped with P/N 269A7316-3, -5, -7, -9, or -11 cyclic trim control assembly, certificated in all categories, including military TH-55A. Compliance required as indicated. To prevent the restriction of right lateral cyclic control which will result in the loss of right lateral control of the helicopter, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, unless already accomplished; (1) Remove the lateral cyclic trim control assembly from the helicopter in accordance with Hughes 269 Helicopter Basic Handbook of Maintenance Instructions and inspect the structural bond for any slippage between the 269A7142 tube and the 269A7318-1 housing of the 269A7316-3, -5, -7, -9, or -11 Lateral Cyclic Trim Control Assembly. The inspection of the bond consist of applying a 75 to 80 pound load to the 269A7142 tube in accordancewith Hughes Service Information Notice No. N-138, dated April 30, 1976 or later FAA-approved revision. (2) Those assemblies with no slippage may be reinstalled per Hughes 269 Helicopter Basic Handbook of Maintenance Instructions. (3) Those assemblies with slippage, repair per Hughes Service Information Notice No. N-138, dated April 30, 1976 or later FAA-approved revision or replace with a serviceable part prior to further flight. (b) After the effective date of this AD, inspect and repair, if necessary, the lateral cyclic trim control assembly in spare inventory per Hughes Service Information Notice No. N-138, dated April 30, 1976 or later FAA-approved revision on or prior to installation on a helicopter. (c) Equivalent inspections and repair may be approved by the Chief, Aircraft Engineering Division, Western Region. NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the rotorcraft maintenance record, see FAR 91.173. (d) Rotorcraft may be flown to a base for accomplishment of the inspections required by this AD per FAR's 21.197 and 21.199. This amendment becomes effective May 21, 1976.
96-23-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive inspections to detect cracks and/or corrosion of the girt bar support fitting at certain main entry doors (MED); and repair or replacement of the support fitting. This amendment also provides for various terminating actions for the repetitive inspections. This amendment is prompted by reports that, during scheduled deployment tests of main entry door slides, corrosion was found on the floor structure supports for the escape slides of the main deck entry doors on these airplanes. The actions specified by this AD are intended to prevent such corrosion, which could result in separation of the escape slide from the lower door sill during deployment, and subsequently prevent proper operation of the escape slides at the main entry doors during an emergency.
2002-16-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger-to a cargo-carrying ("freighter") configuration, that requires, among other actions, installation of a fail-safe hinge, redesigned main deck cargo door warning and power control systems, and 9g crash barrier. This amendment is prompted by the FAA's determination that the main deck cargo door hinge is not fail-safe; that certain main deck cargo door control systems do not provide an adequate level of safety; and that the main deck cargo barrier is not structurally adequate during an emergency landing. The actions specified by this AD are intended to prevent structural failure of the main deck cargo door hinge or failure of the cargo door system, which could result in the loss or opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane, including possible loss of flight control or severe structural damage; and to prevent failure of the main deck cargo barrier during an emergency landing, which could injure occupants.
2011-22-05: This amendment supersedes an existing airworthiness directive (AD) for the Eurocopter France (Eurocopter) Model AS350B, B1, B2, B3, BA, C, D, and D1 helicopters; and Model AS355E, F, F1, F2, and N helicopters with certain tail rotor pitch control rods installed. That AD requires a daily check of the tail rotor (T/R) pitch control rod (control rod) outboard spherical bearing (bearing) for play. If play exists, that AD requires measuring the bearing's radial and axial play. Since that AD was issued, an incident occurred where the pilot of a Model AS350 helicopter felt vibrations in the anti-torque pedal in flight, resulting in a precautionary landing. An investigation determined that the control rod showed extensive wear on the ball- joint. This superseding AD maintains the requirements of the existing AD, and expands the applicability to include the Model AS355NP helicopter and additional part-numbered control rods. The actions specified by this AD are intended to prevent failure of a control rod, loss of T/R control, and subsequent loss of control of the helicopter.
2022-12-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-1A11 (600), CL-600-2A12 (601), and CL-600-2B16 (601-3A and 601-3R Variants) airplanes. This AD was prompted by reports that during certain operating modes, the flight guidance/autopilot does not account for engine failure while capturing an altitude. This AD requires revising the existing airplane flight manual (AFM) to provide the flightcrew with a new limitation and procedure for operation during certain flight modes. The FAA is issuing this AD to address the unsafe condition on these products.
2004-20-08: This amendment adopts a new airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model 500N and 600N helicopters. This action requires using a bright light and a 10x or higher magnifying glass to inspect each forward and center thruster control cable assembly connector (connector) for corrosion pitting or cracking. If you find corrosion pitting or cracking, this AD also requires replacing the cable assembly with an airworthy cable assembly before further flight. This amendment is prompted by a report of a failure of the forward thruster cable assembly due to stress corrosion. The actions specified in this AD are intended to detect a corrosion-pitted or cracked connector and prevent failure of the cable assembly and subsequent loss of control of the helicopter.
99-24-10: This amendment adopts a new airworthiness directive (AD) that applies to all aircraft equipped with Precise Flight, Inc. Model SVS III standby vacuum systems installed in accordance with the applicable supplemental type certificate (STC) or through field approval. This AD requires incorporating revised operating limitations for the affected standby vacuum systems into the airplane flight manual (AFM), and repetitively inspecting the push-pull cable, vacuum lines, saddle fittings, and shuttle valve for correct installation and damage (wear, chafing, deterioration, etc.). This AD also requires immediately correcting any discrepancy found and conducting a function test of the vacuum system after the inspections. This AD is the result of reports of shuttle valve failure and standby vacuum system malfunction on aircraft. The actions specified by this AD are intended to detect and correct problems with the standby vacuum system before failure or malfunction and to provide operating procedures for the pilot regarding the use and limitations of this system.
2013-15-19: We are superseding an existing airworthiness directive (AD) for all BRP-Powertrain GmbH & Co KG Rotax model 912 F2; 912 F3; 912 F4; 912 S2; 912 S3; 912 S4; 914 F2; 914 F3; and 914 F4 reciprocating engines. That AD required a one-time visual inspection for excessive oil or carbon deposits on the cylinder No. 2 and No. 3 (\2/3\) spark plug center and grounding electrodes, and if found, replacement of the cylinder head before further flight. This AD was prompted by a report that additional engine cylinder heads are likely to be affected. We are issuing this AD to prevent excessive oil consumption, which could result in an in-flight engine shutdown, forced landing, and damage to the airplane.
97-02-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Fokker Model F28 Mark 0100 series airplanes. It requires a one-time inspection to verify the correct routing and tension of the flight control lock cables and the elevator control cables, and rerouting or adjustment of the tension of these cables, if necessary. This amendment is prompted by a report indicating that an inspection for correct routing and tension of those cables may not have been accomplished during modification of the airplanes at the factory. The actions specified by this AD are intended to prevent incorrect routing and tension of the flight control lock cables and the elevator control cables, which could result in inadvertent disconnection of those cables, and consequent reduced controllability of the airplane.
96-22-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Shorts Model SD3-60 and SD3-SHERPA series airplanes, that requires a one-time inspection to detect cracks and/or corrosion of the gland nut on the shock absorber of the main landing gear (MLG), and follow-on actions. This amendment also requires repair or replacement of any cracked/corroded gland nut with a new nut. This amendment is prompted by a report indicating that, due to stress corrosion and cracking of the gland nut on the shock absorber, the MLG collapsed on an in-service airplane. The actions specified by this AD are intended to detect and correct such stress corrosion or cracking in a timely manner and consequent reduced structural integrity of the gland nut, which could result in separation of the shock absorber cylinder from the MLG shock absorber body and, consequently, lead to the collapse of the MLG during landing.
2004-20-07: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) model helicopters that requires certain inspections of the main rotor yoke (yoke) for a crack, fretting, or buffer deterioration. If a crack is found, the AD requires replacing the yoke with an airworthy yoke before further flight. If fretting or buffer deterioration are found, the AD requires further inspecting the main rotor hub assembly (hub assembly) and repairing or replacing any unairworthy parts. Also, the AD requires a torque inspection of the flapping bearing retaining nuts at specified intervals. This amendment is prompted by the discovery of a crack in a yoke. The actions specified by this AD are intended to prevent failure of the yoke and subsequent loss of control of the helicopter.
91-20-14 R1: 91-20-14 R1 BEECH AIRCRAFT CORPORATION: Amendment 39-8992; Docket No. 91-CE- 76-AD; Revises AD 91-20-14, Amendment 39-8168. Applicability: The following model and serial number airplanes, certificated in any category: Model Serial Numbers B300 FL-1 through FL-110 B300C FM-1 through FM-8 Compliance: Required within 10 hours time-in-service after February 20, 1992 (the effective date of AD 91-20-14), unless already accomplished. To ensure that the affected airplanes achieve required minimum takeoff and climb performance for each approved combination of takeoff configuration, weight, pressure altitude, and temperature, accomplish the following: (a) Incorporate the takeoff and climb performance charts, B2 revision, part number (P/N) 130-590031-1, dated September 1991, into the Model B300 and B300C Pilot's Operating Handbook and FAA Approved Airplane Flight Manual (AFM/POH). NOTE 1: The charts sent in the priority letter AD 91-20-14 package and B2 revision, P/N 130- 590031-1, dated September 1991, are the same. (b) Incorporating the climb and takeoff charts as required by this AD may be performed by the owner/operator holding at least a private pilot certificate as authorized by section 43.7 of the Federal Aviation Regulations (14 CFR 43.7), and must be entered into the aircraft records showing compliance with this AD in accordance with section 43.11 of the Federal Aviation Regulations (14 CFR 43.11). (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office (ACO), FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request shouldbe forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (e) The takeoff and climb performance limitations required by this AD shall be done in accordance with the Beech Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, B2 revision, part number 130-590031-1, dated September 1991. This incorporation by reference was previously approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51 as of February 20, 1992. Copies may be obtained from the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment (39-8992) revises AD 91-20-14, Amendment 39-8168. (g) This amendment becomes effective on September 12, 1994.