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88-09-05 R1: 88-09-05 R1 DE HAVILLAND, INC.: Amendment 39-9745. Docket 95-NM-266-AD. Revises AD 88-09-05, Amendment 39-5908. Applicability: Model DHC-8 series airplanes, serial numbers 3 through 79 inclusive, on which Modification 8/0757 has not been installed; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent inadvertent opening of the airstair door and consequent depressurization of the airplane, accomplish the following: (a) Within 60 days after June 10, 1988 (the effective date of AD 88-09-05, amendment 39-5908), replace the labels marking the location and means of opening the lavatory, in accordance with the Accomplishment Instructions of de Havilland Service Bulletin 8-11-14, Revision `A', dated July 31, 1987; or Revision `B', dated July 1, 1988, or Revision `C', dated September 29, 1995. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (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) The replacement shall be done in accordance with de Havilland Service Bulletin 8- 11-14, Revision `A', dated July 31, 1987; or de Havilland Service Bulletin 8-11-14, Revision `B', dated July 1, 1988; or de Havilland Service Bulletin 8-11-14, Revision `C', dated September 29, 1995. 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 Bombardier, Inc., Bombardier Regional Aircraft Division, Garratt Boulevard, Downsview, Ontario, Canada M3K 1Y5. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, New York Aircraft Certification Office, Engine and Propeller Directorate, 10 Fifth Street, Third Floor, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 21, 1996.
99-17-03: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 204B, 205A, and 205A-1 helicopters, that currently requires modifying and inspecting the vertical fin spar (fin spar) for cracks. This amendment requires modification and visual and dye-penetrant inspections of the fin spar for cracks, and if a crack is discovered, replacing the fin spar. A tapping test for disbonding and replacing certain fin spars within 12 calendar months is also required. This amendment is prompted by an accident involving a Model 205A-1 helicopter and four other accidents involving helicopters of similar type design. The actions specified by this AD are intended to prevent failure of the fin spar, loss of the tail rotor, and subsequent loss of control of the helicopter.
2011-08-09: We are adopting a new airworthiness directive (AD) for the products listed above. 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. The MCAI describes the unsafe condition as: It has been found that some fuel quantity probes may fail during the airplane life leading to an erroneous fuel quantity indication to the crew. This erroneous indication may lead to the airplane being operated with less fuel than indicated which may lead to an uncommanded in-flight shutdown of one or both engines due to fuel starvation. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
96-12-26: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) AD 96-12-26 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI)-manufactured Model AH-1, HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters by individual letters. This AD requires a visual inspection of each tail rotor (T/R) blade (blade) for peeling, flaking, or bubbling paint that may indicate corrosion; an inspection for corrosion, if necessary; and replacement of the T/R blade with an airworthy blade if corrosion is discovered. This amendment is prompted by an FAA determination, based on the manufacturer's data, that certain serial-numbered T/R blades were manufactured with internal leading edge doublers fabricated from clad aluminum instead of bare aluminum material. The actions specified by this AD are intended to prevent debonding of the main spar internal leading edge doubler, which could lead to failure of a T/R blade and subsequent loss of control of the helicopter.
89-08-05: 89-08-05 BELL HELICOPTER TEXTRON, INC.: Amendment 39-6403. Final copy of a Priority Letter AD. Docket No. 89-ASW-11. Applicability: All Bell Helicopter Textron, Inc. (BHTI) Model 204B, 205A, 205A-1, 212, and 412 helicopters, certificated in any category, with main transmission spiral bevel gear, P/N 204-040-701-103, having less than 250 hours' time in service upon effective date of this AD and delivered as spares or in a new transmission between January 1, 1988, and April 4, 1989. The spare (uninstalled) spiral bevel gears, P/N 204-040-701-103, affected serial numbers are as follows: A-3819 A-3821 A-3825 A-3826 A-3829 A-3833 A-3834 A-3836 A-3838 A-3840 A-3845 A-3847 A-3848 A-3850 A-3855 A-3856 A-3857 A-3858 A-3861 A-3878 A-3880 A-3885 A-3886 A-3889 A-3891 A-3892 A-3893 A-3895 A-3896 A-3897 A-3899 A-3901 A-3911 A-3915 A-3916 A-3919 A-3920 A-4008 A-4014 A-4017 A-4019 A-4020 A-4021 A-4027 A-4029 A-4068 A-4069 A-4071A-4075 A-4077 A-4078 A-4079 A-4080 A-4081 A-4083 A-4084 A-4085 A-4087 A-4089 A-4090 A-4091 A-4092 A-4093 A-4094 A-4095A A-4096 A-4097 A-4098 A-4107 A-4108 A-4109 A-4147 A-4184 A-4186 A-4187 A-4188 A-4191 A-4192 A-4193 A-4213 A-4229 A-4233 A-4235 A-4236 A-4241 A-4243 A-4244 A-4245 A-4254 A-4266 A-4267 A-4274 A-4275 A-4280 A-4282 A-4288 A-4289 A-4290 A-4303 A-4319 A-4320 A-4325 A-4327 A-4328 A-4329 A-4332 A-4333 A-4334 A-4335 A-4336 A-4337 A-4358 A-4366 A-4368 A-4369 A-4370 A-4371 A-4372 A-4374 A-4376 A-4377 A-4378 A-4379 A-4380 A-4383 A-4385 A-4386 A-4387 A-4394 A-4395 A-4397 A-4400 A-4401 A-4403 A-4411 A-4417 A-4418 A-4428 The following Model 212 serial numbered helicopters were delivered with affected main transmission spiral bevel gears; S/N's 31304, 31305, and 31307. The following Model 412 serial numbered helicopters were delivered with the affected main transmission spiral bevel gears: S/N's 33175, 33177, 33178, 33179, 33181, 33182, 33185, 33186, 33190, 33192, 33194, and 33195. Compliance: Required as indicated, unless already accomplished. To prevent failure of the main transmission spiral bevel gear which could result in possible loss of the helicopter, accomplish the following: (a) Within the next 10 hours' time in service upon effective date of this AD and thereafter, before the first flight of each day, accomplish the following: (1) Remove and inspect the transmission internal sump oil filter for evidence of metal contamination (e.g., steel particles in splinter, granular, or flake form). (2) If metal contamination is evident, disassemble the main transmission to determine the extent of damage and replace any unserviceable parts with serviceable parts before further flight. (b) Within the next 10 hours' time in service upon effective date of this AD and thereafter, at intervals not to exceed 50 hours' time in service from the last inspection, accomplish the following: (1) Remove a quill pad cover, P/N 204-040-174-001, or rotor brake quill from the transmission main ring gear case to gain access to the main transmission spiral bevel gear. (2) Utilizing a bright light and a dental mirror, inspect all teeth in the spiral bevel gear, P/N 204-040-701-103, for evidence of cracks, chipping, and metal deformation. If cracks, chipping, or metal deformation is evident, the part must be removed from service and replaced with a serviceable part before further flight. (3) Reinstall pad cover, P/N 204-040-174-001, or rotor brake quill, whichever is applicable. (c) The provisions of this AD do not apply when the time in service of the spiral bevel gear, P/N 204-040-701-103, reaches or exceeds 250 hours' time in service. NOTE: Spiral bevel gear, P/N 204-040-701-103, affected by this AD may be returned to Bell Helicopter Textron, Inc., Attn: CPR Monitor, 3000 South Norwood & Trinity Boulevard, Hurst, Texas 76053, for inspection and reidentification. After reidentification, the provisions of this AD no longer apply. (d) An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, Rotorcraft Directorate, Aircraft Certification Service, FAA, Southwest Region, Fort Worth, Texas. (e) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the inspection requirements of this AD may be accomplished. This amendment becomes effective on January 3, 1990, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 89-08-05, issued April 12, 1989, which contained this amendment.
2011-13-04: We are adopting a new airworthiness directive (AD) for the products listed above. 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 Trent 500 engine has been found with thermal distress of the Intermediate Pressure (IP) Turbine Nozzle Guide Vanes. The resultant investigation found the root cause to be carbon blockage of the fuel spray nozzles. The source of the carbon has been identified to be the RH fuel manifold assembly. Analysis has verified that low fuel velocity and thermal input may cause formation of carbon in a specific region of the RH fuel manifold. As advanced thermal distress of IP Turbine components may potentially result in uncontained, high energy debris release, the formation of carbon in the RH fuel manifold constitutes a potentially unsafe condition. To address andcorrect this unsafe condition, Rolls Royce have developed a cleaning or replacement programme of the RH fuel manifold and an optional part replacement. We are issuing this AD to prevent the release of uncontained high- energy debris in the event of IP turbine component failure, which could result in damage to the airplane.
2011-13-07: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. 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. The MCAI describes the unsafe condition as: Several occurrences of untimely radio-altimeter lock-up have been reported, where the failed radio-altimeter indicated a negative distance to the ground despite the aircraft was flying at medium or high altitude. A locked radio-altimeter 1 leads to untimely inhibition of warnings that could be displayed along with certain abnormal conditions while the avionic system switches into landing mode during altitude cruise. * * * * * [Untimely radio altimeter lock-up] may cause the crew to be unaware of possible system failures that could require urgent crew's actions. * * * * * We are issuing this AD to require actions tocorrect the unsafe condition on these products.
96-18-07: This amendment adopts a new airworthiness directive (AD) that applies to Bellanca, Incorporated (Bellanca) Models 17-30, 17-30A, 17-31, 17-31A, 17-31TC, and 17-31ATC airplanes. This action requires repetitively inspecting, testing, and possibly replacing the nose landing gear (NLG) strut and brackets. A collapse of a Bellanca airplane's NLG during a landing prompted this action. The actions specified by this AD are intended to prevent possible failure of the nose landing gear, which, if not detected and corrected, could result in loss of control of the airplane during landing operations.
76-06-04: 76-06-04 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2553. Applies to Model DH-104 "Dove" airplanes, all series, certificated in all categories. Compliance is required as indicated. To prevent the possible failure of engine mounting pick-up brackets, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the preceding 250 hours' time in service, inspect the following engine mounting pickup brackets in accordance with paragraph (b) of this AD, and comply with paragraph (c), (d), and (e), as appropriate. (1) For aircraft that do not incorporate Hawker Siddeley Modification 38, inspect - (i) Inboard top joint assembly inner brackets, P/N 4 W.3433-4, and outer brackets, P/N 4 W.3435-6; and (ii) Outboard top joint assembly inner brackets, P/N 4 W.3437-8, and outer brackets, P/N 4 W.3439-40. (2) For aircraft that incorporate Hawker Siddeley Modification 38, inspect - (i) Inboard top joint assembly inner brackets, P/N 4 W.4239-40, and outer brackets, P/N 4 w.4241-2; and (ii) Outboard top joint assembly inner brackets, P/N 4 W.3437-8, and outer brackets, P/N 4 W.3439-40. (b) Remove the cowling over the oil tank and inspect the engine mounting pick-up brackets specified in paragraph (a)(1) or (a)(2) of this AD, as applicable, for cracks using a dye penetrant method, and comply with paragraph (c) or (d) of this AD, as appropriate. NOTE. In conducting inspections required by paragraph (b) of this AD particular attention should be given to the top flanged edges of the brackets. (c) If a crack is found during an inspection required by paragraph (b) of this AD, before further flight, replace the affected bracket with a new bracket of the same part number or an FAA-approved equivalent. (d) If no crack is found during an inspection required by paragraph (b) of this AD, before further flight, inspect the flange edges of the brackets specified in paragraph (a)(1) or (a)(2), as appropriate, for cut-outs, nicks, rough edges, and similar defects. (e) If a defect is found during an inspection required by paragraph (d) of this AD, comply with the following, as appropriate: (1) If the defect can be blended out over a length of at least 0.5 inches along the flange edge, without a material loss in excess of 0.05 inches from the edge of the flange, accomplish the following: (i) Before further flight, blend out the defect, and (ii) Thereafter, continue to comply with paragraph (b) of this AD at intervals not to exceed 1200 hours' time in service. (2) If the defect can be blended out over a length of at least 0.5 inches along the flange edge, with a material loss in excess of 0.05 inches, but not in excess of 0.20 inches, from the edge of the flange, accomplish the following: (i) Before further flight, blend out the defect, and (ii) Thereafter, continue to complywith paragraph (b) of this AD at intervals not to exceed 300 hours' time in service. (3) If the defect cannot be blended out over a length of at least 0.5 inches along the flange edge, or a material loss in excess of 0.20 inches from the edge of the flange would result if the defect were blended out, before further flight, except that the airplane may be flown in accordance with FAR 21.197 and 21.199 to a base where the repair can be performed, replace the affected bracket with a new bracket of the same part number, or an FAA-approved equivalent. (f) The blending out of defects as required by paragraphs (e)(1)(i) and (e)(2)(i) of this AD must be accomplished in such a manner that all reworked edges are smooth, free of burrs, and reprotected in accordance with FAR 43.13. NOTE. The Hawker Siddeley Aviation Limited Model DH-104 Maintenance Manual contains instructions for the blending out of defects. Also Hawker Siddeley Aviation Limited Technical News Sheet CT(104)No. 226, Issue 1, dated October 25, 1971, deals with this subject. This amendment becomes effective March 29, 1976.
87-03-08: 87-03-08 TAYLORCRAFT: Amendment 39-5521. Applies to the following models and serial number airplanes certificated in any category: \n\n\nMODELS\nSERIAL NUMBERS\nBC, BCS, BC-65, BCS-65, BC12-65\n\n (Army L-2H), BCS12-65, BC12-D\nall serial numbers \n19, F19\nall serial numbers\nF21\nF-1000 through F1499 except F-1022\nF21A\nF-1500 through F-1506 \n\nCompliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. \n\nTo prevent loss of engine oil and possible failure of the engine, accomplish the following: \n\n(a)\tVisually inspect the oil pressure gauge hose assembly at the engine to determine whether the type of hose assembly installed is P/N B7071. (See Fig. 1) \n\n(1)\tIf the oil pressure hose assembly is not of the type illustrated in Figure 1, no further action in accordance with this AD is required. \n\n(2)\tIf the oil pressure hose assembly is of the type illustrated in Figure 1, prior to the next flight, replacewith a new P/N B7071 hose assembly identified by Taylorcraft with a "T" stamped on one of the wrenching flats on one of the hose assembly brass fittings. \n\n(b)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n(c)\tAn equivalent means of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, ANE-170, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. \n\nAll persons affected by this AD may obtain copies of documents referred to herein upon request to the Taylorcraft Aviation Corporation, P.O. Box 947, Lock Haven, Pennsylvania 17745; or FAA, Central Region, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\nThis amendment becomes effective on March 1, 1987. \n\n\nFIGURE 1 AD 87-03-08
97-07-13: 97-07-13 CONSTRUCCIONES AERONAUTICAS, S.A. (CASA): Amendment 39-9987. Docket 96-NM-127-AD. Applicability: Model CN-235 series airplanes; as listed in CASA Service Bulletin SB-235-53-21M, Revision 1, dated November 21, 1994 (military airplanes), and CASA Service Bulletin SB-235-53-21, Revision 3, dated November 30, 1994 (non-military airplanes); certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressedby this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue from causing the center wing attachment rods to fail, which consequently could reduce the structural integrity of the wing-to-fuselage attachment, accomplish the following: (a) Prior to the accumulation of 16,000 total landings, replace center wing attachment rods having CASA part number (P/N) 35-22058-0003 or 35-22067-0001 with new rods having CASA P/N 35-22067-0003, in accordance with CASA Service Bulletin SB-235-53-21M, Revision 1, dated November 21, 1994 (for military airplanes); or CASA Service Bulletin SB-235-53-21, Revision 3, dated November 30, 1994 (for non-military airplanes); as applicable. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (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) The replacement shall be done in accordance with CASA Service Bulletin SB-235-53- 21M, Revision 1, dated November 21, 1994; or CASA Service Bulletin SB-235-53-21, Revision 3, dated November 30, 1994; as applicable. 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 Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 12, 1997.
2011-12-11: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires, for certain airplanes, reworking the bonding jumper assemblies on the drain tube assemblies of the slat track housing of the wings. For certain other airplanes, the existing AD requires repetitive inspections of the drain tube assemblies of the slat track housing of the wings to find discrepancies, corrective actions if necessary, and terminating action for the repetitive inspections. This new AD also requires replacing the drain tube assemblies. For certain airplanes, this new AD also requires installing an additional electrostatic bond path for the number 5 and 8 inboard slat track drain tube assemblies. For certain other airplanes, this new AD also requires reworking the bonding jumper assembly. This new AD also revises the applicability to include additional airplanes. This AD was prompted by (1) reports of fuel leaks from certain drain locations of the slat track housing near the engine exhaust nozzle, which could result in a fire when the airplane is stationary, or taxiing at low speed; (2) reports of a bonding jumper assembly of certain drain tubes that did not meet bonding specifications and could result in electrostatic discharge and an in-tank ignition source; and (3) reports of fuel leaks onto the main landing gear (MLG) as a result of a cracked drain tube at the number 5 or 8 slat track housing, which could let fuel drain from the main fuel tanks into the dry bay area of the wings and onto hot MLG brakes and result in a fire.
2011-12-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires a detailed inspection to detect distress and existing repairs to the leading edge structure of the vertical stabilizer at the splice at Station Zfs=52.267; repetitive inspections for cracking in the front spar cap forward flanges of the vertical stabilizer, and either the aft flanges or side skins; repetitive inspections for loose and missing fasteners; and related investigative and corrective actions if necessary. This AD was prompted by reports of cracked vertical stabilizer skin, a severed front spar cap, elongated fastener holes at the leading edge of the vertical stabilizer, and cracked front spar web and front spar cap bolt holes in the vertical stabilizer. We are issuing this AD to detect and correct such cracking damage, which could result in the structure being unable to support limit load, and could lead to the loss of the vertical stabilizer.
96-18-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires installation of an automatic flight idle stop on the control quadrant in the flight compartment. This amendment is prompted by several reports of one or both power levers being moved aft of the flight idle stop on approach. The actions specified by this AD are intended to prevent such movement of the power lever(s) during flight, which could result in the loss of power to one or both engines, as well as severe engine damage.
2011-12-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires replacing the existing unshielded fuel quantity indication system (FQIS) wire bundles with double shielded FQIS wire bundles, installing a new wire feed-through fitting, and grounding the wire shields, as applicable; and doing repetitive low frequency eddy current (LFEC) inspections for cracking of the fuselage skin, and corrective actions if necessary. This AD also requires revising the maintenance program to incorporate certain airworthiness limitations. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to increase the level of protection from lightning strikes and prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2011-12-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires determining if affected seats and seating systems and their components are compliant with certain FAA regulations, and removing those seats, seating systems, and their components that are shown to be unsafe from the affected fleet. This AD was prompted by a determination that the affected seats and seating systems may not meet certain flammability, static strength, and dynamic strength criteria. Failure to meet static and dynamic strength criteria could result in injuries to the flightcrew and passengers during emergency landing conditions. In the event of an in-flight or post- emergency landing fire, failure to meet flammability criteria could result in an accelerated fire. We are issuing this AD to prevent accelerated fires and injuries to the flightcrew and passengers.
96-18-02: This amendment supersedes Airworthiness Directive (AD) 96-03-11, which currently requires the following on American Champion Aircraft Corporation (American Champion) Models 8KCAB, 8GCBC, 7GCBC, and 7ECA airplanes that are equipped with metal spar wings: inspecting (one-time) the wing front strut attach fittings for cracks, scratches, or surface deformities; replacing any wing front strut attach fitting with cracks, scratches, or surface deformities; and reporting the inspection results to the Federal Aviation Administration (FAA). This action results from reports submitted as a requirement of the existing AD that reference 24 fittings with cracks, scratches, or surface deformities on 7 different airplanes, and the FAA's determination that improved wing front strut attach fittings (developed by American Champion) are not susceptible to cracks, scratches, or surface deformities. This action requires installing removable inspection hole covers for the wing front strut attachfittings, and replacing the wing front strut attach fittings with fittings of improved design. The action also provides the provision of repetitively inspecting the wing front strut attach fittings (provided no cracks, scratches, or surface deformities are found) if parts have been ordered but are not available. The actions specified by this AD are intended to prevent structural failure of a wing caused by cracked wing front strut attach fittings, which, if not detected and corrected, could result in loss of control of the airplane.
96-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125 series 1000A and Model Hawker 1000 airplanes, that requires a one-time inspection for correct sleeve lengths, an inspection to detect discrepancies of the elevator pulley assembly, and correction of any discrepancy. This amendment is prompted by reports indicating that some aircraft have been fitted with an elevator pulley that was assembled incorrectly during manufacture. The actions specified by this AD are intended to prevent reduced structural integrity of the elevator control circuit due to failure of one or more outer lugs or malfunction of the elevator pulley assembly as a result of incorrect assembly of the pulley.
2022-01-01: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350D, EC130B4, and EC130T2 helicopters; AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters; and Model SA-365C1, SA-365C2, SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters. This AD was prompted a report of increased vibration during flight. This AD requires the application of alignment markings on, and repetitive inspections of, the main rotor (MR) pitch rod upper links and, depending on findings, the accomplishment of applicable corrective actions, 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.
93-25-01: 93-25-01 DE HAVILLAND, INC.: Amendment 39-8767. Docket 93-NM-91-AD. Applicability: Model DHC-8-311 series airplanes, serial numbers 240 through 279 inclusive, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the left- and right-hand underwing fairing angles, which could result in reduced structural integrity of the wing-to-fuselage attachment, accomplish the following: (a) Prior to the accumulation of 6,830 total landings, or within 100 landings after the effective date of this AD, whichever occurs later, perform a detailed visual inspection to detect cracking on the rear face of the left- and right-hand underwing fairing angles, having part number 85350927, in accordance with de Havilland Alert Service Bulletin S.B. A8-53-46, Revision 'A', dated May 25, 1993. (1) If no cracked fairing angle is found, repeat the inspection thereafter at intervals not to exceed 6,930 landings, in accordance with the service bulletin. (2) If any cracked fairing angle is found, prior to further flight, replace the cracked fairing angle with a new, non-reworked fairing angle, having part number 85350927-107SP or 85350927-108SP, in accordance with the service bulletin. (b) Replacement of the currently-installed left- and right-hand underwing fairing angles with new, non-reworked fairing angles, having part number 85350927-107SP or 85350927-108SP, in accordance with de Havilland Alert Service Bulletin S.B. A8-53-46, Revision 'A', dated May 25, 1993, constitutes terminating action for the repetitive inspection requirement of paragraph (a)(1) of this AD. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (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 replacement shall be done in accordance with de Havilland Alert Service Bulletin S.B. A8-53-46, Revision 'A', dated May 25, 1993. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on January 19, 1994.
84-20-08: 84-20-08 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-4927. Applies to Model G-159 airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To detect and prevent corrosion or failure of the forward and aft engine mount assemblies, Vickers Drawing Number 81037, Sheet 29, and Gulfstream Aerospace Drawing Numbers 159W10432-1 (L/H) and 159W10432-3 (R/H), respectively, accomplish the following unless already accomplished: (a) Within 200 hours time in service or four months after the effective date of this AD, whichever is sooner, inspect the forward and aft engine mounts, L/H and R/H, in accordance with Gulfstream I Customer Bulletin (CB) Number 241C, dated July 10, 1984, or in an equivalent manner approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. (b) If corrosion is indicated: (1) Replace corroded tubes in accordance with Customer Bulletin 241C before further flight, then revert to the inspections required under Category A, as stated in paragraph (d), below; or (2) If continued flight is desired, ascertain the remaining wall thickness of the corroded tubes and categorize in accordance with Customer Bulletin No. 241C, and perform the operations for each category as indicated by paragraph (d), below. (c) If corrosion is not indicated, perform the operations described in paragraph (d), below, for Category A. (d) Category A - Reinspect as in paragraph (a) of this AD for corrosion at intervals not exceeding six years from last inspection. Category B - Treat the tubes within 50 hours time in service in accordance with Addendum 1 or 4 of Customer Bulletin 241C and reinspect for corrosion as in paragraph (a) of this AD at annual intervals for at least two years after treatment. If there are no changes in the thickness measurements, reinspect at intervals not exceeding two years. Categories C and D - Replace corroded tubes in accordancewith Customer Bulletin 241C within 150 hours time in service or three months, whichever is sooner; then revert to the inspections required under Category A. Category E - Replace corroded tubes in accordance with Customer Bulletin 241C before further flight; then revert to inspections required under Category A. (e) To prevent failure of Category B Gulfstream "Grumman mounts," replace the mounts prior to the accumulation of 7500 landings or within the next 25 landings, whichever occurs later within the following time period, in accordance with Gulfstream Aerospace Corporation Gulfstream I Customer Bulletin No. 241C, dated July 10, 1984, or equivalent manner approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region: (1) For airplanes that have accumulated 7500 landings prior to the effective date of this AD, within the next 25 landings after the effective date of this AD; (2) For airplanes with less than 7500 landings on the effective date of this AD, within the next 25 landings after the accumulation of 7500 landings. (f) To qualify for service beyond 7500 landings, Category A Gulfstream "Grumman mounts" must accomplish paragraph (g), below, within the following period: (1) For airplanes that have accumulated 7500 landings prior to the effective date of this amendment, within the next 30 days or within 12 months of the last successful mount inspection in accordance with Gulfstream Aerospace Corporation Gulfstream I Customer Bulletin 289, Amendment 1, dated 26 May 1977, whichever occurs later, or (2) For airplanes with less than 7500 landings on the effective date of this amendment, no later than the next 30 days after the accumulation of 7500 landings. (g) Perform the ultrasonic and visual inspections in accordance with Gulfstream Aerospace Corporation Gulfstream I Inspection Schedule, Section V, Special Inspections, Engine Mounts, dated July 31, 1984, or in an equivalent manner approved by theManager, Atlanta Aircraft Certification Office, FAA, Central Region. If the inspections indicate negligible or no corrosion and no cracks, then the Grumman mount initially qualifies for the 20,000 landing life limit in accordance with Gulfstream Aerospace Corporation Gulfstream I Inspection Schedule, Section IV, Life Limited Components, dated July 31, 1984, and is no longer required to comply with the inspection requirements of paragraph (a) of this AD. Throughout this extended life limit, the inspections must be repeated at intervals not to exceed 12 months to maintain qualification for the 20,000 landing life limit. If, during such inspection, any mount subassemblies are found to have negligible or no internal corrosion and no cracks, those subassemblies may continue to be used if a detailed record of each life limited subassembly usage is maintained by the operator. If any inspection indicates the presence of unacceptable internal corrosion, replace the affected mount subassembly within the next 25 landings or 30 days, whichever occurs first. If a mount crack is found by any inspection, notify Gulfstream Aerospace Corporation, Technical Services Department, for dispositon before further flight. All life limited subassemblies that are not replaced during the repetitive inspections must be replaced by the end of the 20,000 landing life limit established by Gulfstream Aerospace Corporation Gulfstream I Inspection Schedule dated July 31, 1984. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P.O. Box 2206, Savannah, Georgia 31402. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This supersedes Airworthiness Directive 74-03-01, Amendment 39-3667 (38 FR 23962). This amendment becomes effective January 22, 1985.
2021-26-27: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a report indicating that during production, the manual opening and closing of the over-wing emergency exit door (OWEED) prior to the installation of the OWEED interior panel could have resulted in damaged insulation blankets below the left and right OWEEDs. This AD requires a one-time inspection for damage of the insulation blankets below the left and right OWEEDs, and replacement if necessary, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
96-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes. This action requires the installation of a mechanical flight idle stop on the control quadrant of the flight compartment. This action also requires a revision of the Airplane Flight Manual to ensure the use of certain operating procedures after the mechanical flight idle stop is installed. Additionally, this action provides an optional terminating action for the requirements of this AD. This amendment is prompted by a report indicating that the means of protection against the selection of the "beta" range of propeller operation during flight has been reduced on certain modified control quadrants. Additionally, there have been reports indicating that power levers on the control quadrant have been moved aft of the flight idle position during flight due to improper usage of the mechanical beta stop. The actions specified in this AD areintended to prevent such movement of the power lever(s) during flight, which could result in propeller overspeed, engine damage, and loss of power to one or both engines.
90-13-11: 90-13-11 S.N. CENTRAIR: Amendment 39-6630. Docket No. 90-CE-12-AD. Applicability: Model 201B (Serial Numbers 201026 thru 201077) gliders certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To assure that the airbrake is properly functioning, accomplish the following: (a) Visually inspect the rear cockpit airbrake handle for any distortion or cracks per the instructions in S.N. Centrair Service Bulletin (SB) No. 201-07, dated February 14, 1990. (b) Determine that the airbrake handle lower arm has a minimum adequate thickness of 1.5 mm or cannot be inserted into the thickness gauge provided by Centrair per S.N. Centrair SB No. 201-07, dated February 14, 1990. (c) Prior to further flight, replace any distorted, cracked, or undersized parts with serviceable parts in accordance with the applicable manufacturers Maintenance Manual. (d) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30 extension 2710/2711. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to S.N. Centrair Aerodrome FFN 44 36300 La Blanc, France; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6630, AD 90-13-11) becomes effective on July 17, 1990.
2011-12-03: We are adopting a new airworthiness directive (AD) for the Sikorsky Model S-92A helicopters. This AD requires a nondestructive inspection (NDI), eddy current or fluorescent penetrant inspection (FPI), of each main gearbox (MGB) upper housing assembly rib on the left, right, and forward MGB mounting foot at specified intervals based on the MGB upper housing assembly hours time-in-service (TIS). If there is a crack, this AD requires replacing the MGB upper housing assembly with an airworthy MGB upper housing assembly. This AD is prompted by a report of a crack found on the MGB upper housing assembly left mounting foot forward rib that cannot be detected visually. We are issuing this AD to prevent loss of the MGB and subsequent loss of control of the helicopter.