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83-07-51 R1: 83-07-51 R1 CANADAIR: Amendment 39-4874. Applies to Model CL-600-1A11 (CL-600) and CL-600-2A12 (CL-601) airplanes certificated in all categories. Compliance is required as indicated on all airplanes with 150 hours or more total time in service. To prevent failure of the flap vane support assembly, P/N 600-14250-14, accomplish the following, unless previously accomplished: A. Prior to further flight, except for a flaps up ferry flight, remove the six (three per side) inboard flap vane support beam assemblies, P/N 600-14250-14, and perform a dye penetrant inspection of the beam assemblies in accordance with Canadair Alert Service Bulletin A600-0357, Revision 1, dated June 17, 1983 (CL-600); or A601-0010, Revision 1, dated June 17, 1983 (CL-601). If no cracks are found, repeat the inspection at intervals not to exceed 50 hours time in service. B. If cracks are found in one beam assembly, replace all six assemblies with new parts of the same part number prior to further flight. Reinspect as noted in paragraph A., above, after the accumulation of 150 additional hours time in service. C. If no cracks are found in any beam assembly, insert a NOTE in the "Flaps Extended Speed" paragraph of the Limitations Section of the Airplane Flight Manual to read: "Maximum Speed with Flaps 45 degrees, 160 KIAS." D. Post a placard on the left and right hand instrument panels to read: "Maximum Speed with Flaps 45 degrees, 160 KIAS." E. The repetitive inspections required by this AD and the flight manual/flap placard speed restrictions given in paragraphs C. and D., above, may be terminated upon installation of modified beam and trunnion assemblies in accordance with Parts C and D of the Service Bulletin. F. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. G. Special flight permits may be issued in accordance with FAR21.197 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 June 5, 1984, and was effective earlier to all recipients of Telegraphic AD T83-07-51 dated April 6, 1983.
65-22-03: 65-22-03 MOONEY: Amdt. 39-138 Part 39 Federal Register September 16, 1965. Applies to Models M20 and M20A Airplanes. Compliance required within the next 25 hours' time in service after September 16, 1965, unless already accomplished within the last 75 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection until tail truss, Mooney P/N 4009, is replaced with tail truss, Mooney P/N 48007, in accordance with Mooney Service Bulletin No. 20-138 or later FAA-approved revision. To prevent further cracking in the tubular steel tail truss that supports the empennage on airplanes with wood wings and wood empennage, accomplish the following: (a) Remove sheet metal fairings over tail truss, remove and disassemble empennage, and remove tail truss. Inspect visually for cracks all welded joints and adjacent structures in tail truss, P/N 4009, using at least a 10-power glass or FAA-approved equivalent. (b) If cracks are foundin U-fitting, P/N 4010, at the lower forward end of the truss, repair before further flight in accordance with Mooney Service Letter No. 20-68 or later FAA- approved revision or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region. (c) If cracks are found in the tail truss within 0.50 inch of an existing weld bead except in U-fitting, P/N 4010, repair before further flight in an FAA-approved manner flame annealing any area where old and new welds join. (d) If cracks are found in the tail truss 0.50 inch or more from an existing weld bead except in U-fitting, P/N 4010, before further flight - (1) Replace the tail truss with an unused part of the same part number or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region; or (2) Repair it in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region or by a Mooney Aircraft, Inc., Designated Engineering Representative. (Mooney Service Letters Nos. 20-30, 20-49, and 20-49A also pertain to this subject.) This directive effective September 16, 1965. Revised November 4, 1965. Revised August 20, 1966.
2021-11-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC 155B, EC155B1, SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters, as identified in a European Aviation Safety Agency (now European Union Aviation Safety Agency) (EASA) AD. This AD was prompted by a report of an in-flight loss of engine and main gearbox (MGB) cowlings. This AD requires inspecting the MGB fixed cowling front fitting (MGB front fitting), and depending on findings, corrective action. This AD also requires a new modification, which is a terminating action for the inspection, as specified in an EASA AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2004-04-10: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 B2 and A300 B4 series airplanes; A300 B4-600, B4-600R, C4-605R Variant F, and F4-600R (collectively called A300-600); and A310 series airplanes. This AD requires, for certain airplanes, identifying the part number of the landing gear selector valves. For all airplanes, this AD requires repetitive maintenance tasks or operational tests of the landing gear selector valves, and replacing discrepant valves with certain new valves. This action is necessary to prevent failure of the landing gear selector valves, which could result in residual pressure on the retraction chamber side of the electro-hydraulic selector, and consequent uncommanded retraction of the landing gear when the airplane is on the ground. This action is intended to address the identified unsafe condition.
2021-11-12: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. (Pilatus) Model PC-24 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. The MCAI identifies the unsafe condition as the engine attachment hardware not \n\n((Page 30762)) \n\nconforming to the approved design, which could affect the structural integrity of the airplane. This AD requires inspecting the engine attachment hardware for missing washers and loose nuts and taking corrective actions as necessary. The FAA is issuing this AD to address the unsafe condition on these products.
70-26-03: 70-26-03 BOEING: Amdt. 39-1130 as amended by Amendment 39-1161 is further amended by Amendment 39-1307. Applies to all Model 727 series airplanes. \n\n\tCompliance required on all airplanes with 10,000 or more landings as follows: \n\n\t(1)\tWithin 300 landings after the effective date of this AD where not previously inspected in accordance with these procedures; or \n\t(2)\tWithin 2000 landings since the initial inspection where previously inspected in accordance with these procedures; and \n\t(3)\tThereafter at intervals not to exceed 2000 landings since the last such inspection. \n\tTo detect cracks in the main landing gear trunnion support beam, P/N 65-16230, accomplish the following: \n\n\t(a)\tInspect in accordance with Boeing Service Bulletin 57-115, dated November 20, 1970, or later FAA approved revisions, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tIf cracks are found, before further flight, accomplish one of the following: \n\t\t(1)\tRework the beam in accordance with rework instructions in Boeing Service Bulletin 57-120, dated 30 April 1971, or later FAA approved revisions, and repeat the inspection required in (3) above, or \n\t\t(2)\tRepair the beam in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, and repeat the inspection required in (3) above, or \n\t\t(3)\tReplace the beam with a serviceable beam. If this beam is a previously reworked beam, or has 10,000 or more landings, repeat the inspection required in (3) above. \n\t(c)\tWhere records maintained by the operator are such as will permit a clear determination of the number of landings accumulated by the main landing gear trunnion support beam, P/N 65-16230, installed on the airplane, the inspection times prescribed by this AD may be applied to the beam rather than to the airplane. \n\t(d)\tInspections prescribed by this AD do not apply. \n\t\t(1)\tTo replacement beams P/N 65-62335; or \n\t\t(2)\tTo replacement beams P/N65-16230 until the replacement beams (P/N 65- 16230) have accumulated 10,000 landings. \n\tFor the purpose of this AD the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\tAmendment 39-1130 became effective December 30, 1970. \n\tAmendment 39-1161 became effective March 6, 1971. \n\tThis amendment 39-1307 becomes effective October 8, 1971.
2004-05-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Mystere-Falcon 900 series airplanes, that requires revising the Abnormal Procedures section of the airplane flight manual to advise the flightcrew to avoid use of certain display modes during approaches. This AD also requires replacing certain symbol generators of the Electronic Flight Information System (EFIS) with modified symbol generators. This action is necessary to prevent distraction of the flightcrew during a critical phase of flight due to certain EFIS displays flashing or going blank, which could result in loss of control of the airplane. This action is intended to address the identified unsafe condition.
2021-11-21: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) LEAP-1A model turbofan engines. This AD was prompted by a report of a manufacturing quality escape found during an inspection of a high-pressure turbine (HPT) case. This AD requires the removal from service of the affected HPT case. The FAA is issuing this AD to address the unsafe condition on these products.
2011-03-10: 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: A debonding area was detected on the RH [right-hand] elevator of an A340 in-service aeroplane during a scheduled maintenance task inspection. Investigation has revealed that this debonding may have been caused by water ingress and, if not detected and corrected, might compromise the structural integrity of the elevators [and could result in reduced controllability of the airplane]. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
95-13-12 R1: This amendment clarifies information in an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires tests, inspections, and adjustments of the thrust reverser system. That AD also requires installation of a terminating modification and repetitive follow-on actions. The actions specified in that AD are intended to prevent possible discrepancies that exist in the current thrust reverser control system, which could result in inadvertent deployment of a thrust reverser during flight. This amendment clarifies the requirements of the current AD by specifying a revised number of pound-inches of torque operators should use when performing the torque check of the cone brake of the center drive unit (CDU). This amendment is prompted by information from the manufacturer that a current requirement of the AD requires clarification.
97-19-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires ultrasonic inspection of certain engine strut diagonal brace lugs for cracks, and replacement, if necessary. This amendment requires new repetitive inspections to detect discrepancies of the diagonal brace lugs, and rework of the diagonal brace lug, if necessary. In lieu of accomplishing the rework for certain cases, this amendment provides for an option to defer the rework by accomplishing repetitive inspections and resealing the bushing. This amendment also provides for an optional terminating modification for repetitive inspections. This amendment is prompted by additional reports of fatigue cracking in the diagonal brace lug. The actions specified in this AD are intended to prevent such fatigue cracking, which could result in failure of the strut and consequent separation of the engine from the airplane.
68-23-02: 68-23-02\tBOEING: Amendment 39-678. Applies to Model 707 and 720 Series aircraft listed in Boeing Service Bulletin 2399, Revision 8. \n\n\tCompliance required as indicated unless already accomplished. \n\n\t(1)\tInspect the fin-body terminal fittings, P/N 5-84487, on all airplanes listed in the Airplanes Affected section of Boeing Service Bulletin No. 2399, Revision 8, or later FAA approved revision. Perform inspections in accordance with Accomplishment Instructions, Parts I and II, and perform preventative modifications in accordance with Part V of that Service Bulletin within the times listed in Inspection Schedules I, II, and III of that Service Bulletin. The repetitive inspection schedule in Inspection Schedule I can be disregarded if fittings with 3500- 7000 hours time in service are found by inspection to be uncracked and are reworked in accordance with Part IV of the Service Bulletin. \n\n\t(2)\tRework cracked fittings in accordance with Part III of Service Bulletin No. 2399, Revision 8, or later FAA-approved revision; or replace with a new part of the same part number; or install a new terminal fitting and bulkhead assembly in accordance with Boeing Service Bulletin No. 2422, or later FAA-approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(3)\tReplace each fitting with a new part of the same part number within the times listed in Inspection Schedule III of Service Bulletin No. 2399, Revision 8, or later FAA-approved revision; or install a new terminal fitting and bulkhead assembly in accordance with Boeing Service Bulletin No. 2422 or after FAA-approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis AD supersedes AD 66-16-01, Amendment 39-253, published in the Federal Register June 25, 1966, as amended by 39-295, as published in the Federal Register October 26, 1966. \n\n\tThis amendment becomes effective December 9, 1968.
2004-05-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes, that currently requires repetitive fluorescent penetrant and magnetic particle inspections to detect fatigue cracking of the main landing gear (MLG) piston, and repair if necessary. This amendment expands the applicability of the existing AD to require the currently required inspections, and corrective actions if necessary, on additional airplanes and MLG piston part numbers, and requires repetitive inspections for evidence of cracking in the paint topcoat of the MLG pistons. This amendment also requires replacement of certain MLG shock strut piston assemblies with new or serviceable improved assemblies, which terminates the requirements of this AD. The actions specified by this AD are intended to prevent fatigue cracking of MLG pistons, which could result in failure of the pistons, and consequent damage to the airplane structure and injury to flightcrew, passengers, or ground personnel. This action is intended to address the identified unsafe condition. \n\nDATES: Effective April 13, 2004. \n\n\tThe incorporation by reference of Boeing Service Bulletin MD90-32- 012, Revision 03, dated June 29, 2001, as listed in the regulations, is approved by the Director of the Federal Register as of April 13, 2004. \n\n\tThe incorporation by reference of Boeing Service Bulletin MD90-32- 031, Revision 01, dated April 25, 2001, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 20, 2002 (67 FR 34823, May 16, 2002). \n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 22, 2000 (65 FR 7719, February 16, 2000).
47-10-23: 47-10-23 LOCKHEED: (Was Mandatory Note 25 of AD-763-3.) Applies to Model 49 Serials 1975, 1976, and 2021 Through 2059. Compliance required immediately. Install AC364-524 steel nuts in place of any AC364-B524 brass nuts which may be installed on bolts through bathtub fittings at wing Station 80 (5 nuts per fitting, 170 nuts per airplane should be checked. (LAC Service Bulletin 49/SB-42 covers this same subject.)
2021-11-16: The FAA is superseding Airworthiness Directive (AD) 79-01-03, which applied to certain Piper Aircraft, Inc. (Piper) Model PA-36-285 airplanes, and AD 83-20-03, which applied to Piper Models PA-36-285, PA-36-300, and PA-36-375 airplanes. AD 79-01-03 required repetitive inspections of the spar carry through assembly until replaced with a different part numbered spar carry through assembly. AD 83-20-03 established life limits for the wing spar structural components. This AD retains the requirements in AD 79-01-03 and AD 83-20-03 and requires the spar carry through assembly inspection from AD 79-01-03 for additional airplanes and adds life limits for certain wing structural components previously omitted from AD 83-20-03 for certain serial numbered airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
67-15-02: 67-15-02 FAIRCHILD-HILLER: Amdt. 39-407 Part 39 Federal Register May 6, 1967. Applies to Model F-27 and FH-227 Series Airplanes. Compliance required within the next 200 hours' time in service after the effective date of this AD unless already accomplished. To compensate for the loss of electrical power to the flight instruments required by former CAR 4b.603(e), (f), (g) (effective December 31, 1953) in the event of a single ground fault in the d.c. power system, accomplish the following: (a) In aircraft, where the emergency electrical power to operate attitude indicator, turn and bank indicator and gyroscopic direction indicator is derived from the d.c. power system, modify the emergency electrical power system to these instruments in accordance with Allegheny Airlines Engineering Order 67-81F or later FAA-approved revision, or an FAA-approved equivalent approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (b) Upon request and submission of substantiating data, an FAA maintenance inspector may adjust the compliance time specified in this AD to permit compliance at an established inspection period. This directive effective May 6, 1967.
47-26-02: 47-26-02 CESSNA: (Was Mandatory Note 10 of AD-768-4.) Applies to 120 and 140 Aircraft Serial Numbers 8000 to 13777, Inclusive. Pending compliance with this note the following placard shall be installed immediately on the instrument panel: "ALL ACROBATICS PROHIBITED. REDUCE CRUISING AIRSPEED IN ROUGH AIR." Compliance with modifications listed below required prior to August 1, 1947. After August 1, placard is not valid, and airplanes are not to be flown until modifications are accomplished. Inspect the wing leading edge for indications of buckling in the skin which may result from failure of the spot welds attaching the skin to the nose ribs. If there is any buckling of the skin at the ribs, other than at the extreme nose radius, the fabric should be cut open on the bottom surface just forward of the front spar for thorough inspection of the affected nose ribs. Any buckled nose ribs should be repaired or replaced. Upon completion of the above the following reinforcements should be accomplished: 1. Leading Edge - (a) On covered wings install four Cherry CR 163-4-4 rivets in the upper surface leading edge at each nose rib from No. 2 to No. 10 inclusive. No. 30 holes should be drilled through the fabric skin and rib flange at chordwise locations determined by use of a template supplied by Cessna. (If template is not available holes can be located by finding 3/32- inch jig hole (or flush rivet in early airplanes) in leading edge skin at tip of each nose rib and drilling holes 1 1/2 inches, 2 3/4 inches, 4 inches, and 5 1/4 inches aft from the jig hole as measured along the curved surface of the leading edge, and exactly in line with the jig hole and the rivet through the skin and nose rib flange just forward of the front spar.) Use only light pressure on drill to avoid bending rib flange where spot welds have failed. Be sure that hole is drilled through both the skin and the nose rib flange. (b) On wings being recovered the Cherry rivets should be carefully drilled out before removing the fabric. Before the new fabric is applied AN 456-AD4 rivets should be installed. 2. Upper Surface Fabric Attachment - (a) On covered wings install four Cherry CR 163-4-4 rivets in each rib one rivet midway between each of the fabric attachment clips (5 inches clip spacing) from No. 1 to No. 5, as numbered aft from the front spar. No. 30 holes should be drilled for the rivets through the fabric at the middle of the reinforcing tape and through the rib flange. A 7/16-inch x 0.015- inch pyralin washer should be used under each rivet head and should be stuck to the fabric with dope. On wings having PK screws installed in accordance with Cessna Service Letter Nos. 35 and 37, replacement of the screws with Cherry rivets is optional. (b) On recovering wings, the rivets should be carefully drilled out before removing the fabric to prevent damage to the ribs. When the new fabric covering is applied, standard Cessna fabric attachment clips may be substituted for the Cherry rivets of PK screws. In this event a clip should be installed midway between each of the present clips from the front spar to the rear spar and from the rear spar to the trailing edge. Holes for the additional clips should be made with a No. 40 drill and a template supplied by Cessna. (Cessna Service Letter No. 42 dated May 20, 1947, also covers this subject and supersedes Cessna Service Letters Nos. 37 and 28.)
2004-05-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires repetitive detailed visual inspections of the aft pressure bulkhead for damage and cracking, and repair if necessary. That AD also requires additional eddy current inspections prior to the airplane accumulating 25,000 flight cycles. This amendment requires a reduction of the interval for the detailed and repetitive eddy current inspections. The actions specified in this AD are intended to prevent fatigue cracking of the aft pressure bulkhead, which could result in rapid depressurization of the airplane and possible damage or interference with the airplane control systems that penetrate the bulkhead, and consequent loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
2021-11-02: The FAA is superseding Airworthiness Directive (AD) 2019-22- 07, which applied to all MHI RJ Aviation ULC Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2019-22-07 required revising the existing airplane flight manual (AFM) to include a limitation and an abnormal operating procedure for the Automatic Flight Control System (AFCS). This AD requires revising the existing AFM and adding airplanes to the applicability. This AD was prompted by a finding that the limitation and abnormal operating procedure did not include reference to a certain mode. The FAA is issuing this AD to address the unsafe condition on these products.
2021-11-08: The FAA is superseding Airworthiness Directive (AD) 2014-25-04 for all Pilatus Aircraft Ltd. (Pilatus) Model PC-6, PC-6-H1, PC-6-H2, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/ B-H2, PC-6/B1-H2, PC-6/B2-H2, PC-6/B2-H4, PC-6/C-H2, and PC-6/C1-H2 airplanes. AD 2014-25-04 required incorporating revised airworthiness limitations into the aircraft maintenance manual (AMM) for your FAA- approved maintenance program. This AD requires incorporating new airworthiness limitations and an eddy current inspection of each fuselage wing fitting if an earlier version of the service information was accomplished. This AD was prompted by a determination that the new life limits, revised airworthiness limitations, and new inspection procedures are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
47-30-05: 47-30-05 AERONCA: (Was Service Note 2 of AD-759-3 and Service Note 2 of AD-761- 3.) Applies to Models 7AC and 11AC. Inspection required not later than September 15, 1947, and each 50 hours thereafter on Model 7AC airplanes having serial numbers prior to No. 7AC-6797 and Model 11AC airplanes having serial numbers prior to No. 11AC-1697. Due to difficulties in the manufacture of the exhaust stacks for these airplanes, it is necessary to inspect the stack "Y" junction for evidence of failure or deterioration. This inspection should be accomplished as follows: A. Initial inspection (not later than September 30, 1947). The exhaust stacks on these airplanes should be removed from the airplane and checked visually in the vicinity of the "Y" junction for evidence of burning or flaking, tapped with a hammer for evidence of soft spots, and inspected to determine whether the stack is obstructed in any way. B. Periodic inspection (each 50 hours). The exhaust stacks should be reinspected visually in the vicinity of the "Y" junction by removing the cabin and carburetor heater muffs each 50 hours of engine operation. (This information is also contained in Aeronca Service Helps and Hints No. 25 dated May 13, 1947.)
97-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to Pratt & Whitney Canada PW100 series turboprop engines. This action requires a visual inspection of the two gas generator case drain ports to ensure that they are connected to drain lines or capped in accordance with the applicable aircraft installation configuration. This amendment is prompted by a report of a nacelle fire. The actions specified in this AD are intended to prevent a nacelle fire caused by fluid leaking from the gas generator case drain ports.
97-17-03: This amendment supersedes Airworthiness Directive (AD) 97-13-11, which currently requires inspecting the 1/4-inch and 5/16-inch bolt hole areas on the lower spar caps for fatigue cracking on Ayres S2R series airplanes, and replacing any lower spar cap if fatigue cracking is found. That AD resulted from an accident on an Ayres S2R series airplane where the wing separated from the airplane in flight. AD 97-13-11 incorrectly references the Ayres Model S2R-R1340 airplanes as Model S2R-1340R. This AD requires the same actions as AD 97-13-11, but corrects the designation of the Model S2R-R1340 airplanes. The actions specified by this AD are intended to detect fatigue cracking of the lower spar caps, which, if not corrected, could result in the wing separating from the airplane with consequent loss of control of the airplane. The incorporation by reference of certain publications listed in the regulations was previously approved by the Director of the Federal Register as ofJuly 10, 1997 (62 FR 36978). Comments for inclusion in the Rules Docket must be received on or before October 17, 1997.
96-05-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes, that currently requires inspection and replacement of certain suspect horizontal stabilizer primary trim motors. That AD was prompted by an analysis which revealed that certain incorrectly manufactured motor shafts could fail prematurely and, in turn, cause the primary trim motor to fail. The actions specified in that AD are intended to prevent such failures of the primary trim motor, which could ultimately result in reduced controllability of the airplane. This amendment expands the applicability of the existing AD to include additional affected airplanes.
2021-11-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC225LP helicopters. This AD was prompted by reports of an oil leak from the main gearbox (MGB) during engine start up. This AD requires modifying and performing subsequent repetitive function testing of the MGB emergency lubrication (EMLUB) system as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.