Results
2025-02-03: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by the discovery of ten ultrasonic inspections associated with airworthiness limitations (AWL) tasks and structural deviation inspection requirements (SDIR) tasks potentially not detecting cracks. This AD requires repetitive ultrasonic inspections of certain structural areas for cracking, and prohibits use of the previous revisions of certain procedures and mandates the use of the revised procedures when performing the inspections required by the associated AWL and SDIR tasks, as specified in a Transport Canada AD, which is incorporated by reference (IBR). This AD also requires repair of cracking. The FAA is issuing this AD to address the unsafe condition on these products.
2015-18-02: We are adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes. This AD requires replacing the center wing box (CWB) and certain outer wings. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the CWB and outer wings are subject to widespread fatigue damage (WFD). We are issuing this AD to prevent fatigue cracking of the outer wings and the lower surface of the CWB, which could result in reduced structural integrity of the airplane.
86-11-01 R1: 86-11-01 R1 BOEING: Amendment 39-5322 as amended by Amendment 39-5550. Applies to all Model 747 airplanes, certificated in any category. To prevent wheel or tire failure as a result of failure of the wheel bearing, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 100 flight cycles after the effective date of this AD, remove and inspect both the inner and outer wheel bearings, Timken P/N's LM229146 and LM229139, in accordance with the applicable portions of Sections 32-45-01 through 32-45-03 of the Boeing Model 747 maintenance manual. Any wheel bearing found damaged must be replaced with a new or serviceable bearing prior to further flight. \n\n\tNOTE: Serviceable bearings are those Timken bearings, P/N's LM229146 and LM229139, which have been inspected with a close visual inspection and found to have no visible damage (i.e., galling, gouging, spalling, overheat, etc.). \n\n\tB.\tAfter accomplishment of the inspection required by paragraph A., above, reinspectboth the inner and outer wheel bearings in accordance with the schedule below. Any wheel bearing found damaged as a result of the required inspections must be replaced with a new or serviceable bearing before further flight. \n\n\t\t1.\tBearings P/N LM229146 and LM229139, date stamped LS and subsequent, except those identified in subparagraph B.2., below, must be reinspected at intervals not to exceed 100 flight cycles. \n\n\t\t2.\tBearings date stamped LS and subsequent, which are installed on Boeing Model 747SR airplanes which have not incorporated Boeing Service Bulletin 747-32-2272 (which relates to gross weight increase), must be reinspected at intervals not to exceed 200 flight cycles. \n\n\tC.\tInstallation of inner and outer Timken wheel bearings, P/N's LM229147C and LM229140C, constitutes terminating action for the repetitive inspections required by paragraph B., above. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable levelof safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n \n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate an airplane to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tThe service information specified in this AD may be obtained upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. It may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-5322 became effective June 13, 1986. \n\tThis amendment, 39-5550, becomes effective February 26, 1987.
2002-05-06: This amendment supersedes an existing airworthiness directive (AD) for Sikorsky Aircraft Corporation Model S-76A helicopters that currently requires a service life limit on certain landing gear parts based on hours time-in-service (TIS). This amendment adds another method of calculating the life limit for certain landing gear parts based on cycles and requires the operator to choose and record the method of calculating the service life of each part in the rotorcraft history or equivalent record. This amendment also requires replacing the part based upon either the maximum hours TIS or the maximum cycles but not both. This amendment is prompted by the need to add flight cycles as a method of calculating the life limit for certain landing gear parts based on fatigue analyses. The actions specified by this AD are intended to add or revise the retirement life for certain landing gear parts to prevent fatigue failure of the landing gear and subsequent loss of control of the helicopter.
87-17-01: 87-17-01 SCHWEIZER AIRCRAFT CORP: Amendment 39-5973. Final copy of priority letter AD issued August 18, 1987. Applies to models (including kit built) SGU 1-7; SGS 2-8 (TG-2); SGS 2-12 (TG-3); SGU 1-19; SGU 1-20; SGU 1-21; SGU 2-22, 2-22A, 2-22C, 2- 22CK, 2-22E, 2-22EK; SGS 1-23, 1-23B, 1-23C, 1-23D, 1-23E, 1-23F, 1-23G, 1-23H, 1-23H15; SGS 1-24; SGS 1-26, 1-26A, 1-26B, 1-26C, 1-26D, 1-26E; SGS 2-32; SGS 2-33, 2-33A, 2- 33AK; SGS 1-34, 1-34R; SGS 1-35C; SGS 1-36 (SPRITE) gliders, certificated in any category. Compliance is required prior to the next flight after the effective date of this AD, unless already accomplished. To prevent the possibility of the tow release assembly creating a jammed condition during towing and subsequent failure of the tow line to release, which could result in a forced landing, accomplish the following: (a) Inspect the tow release installation to determine if any of the following release arms are installed: P/N 1D217-13, 1D222-15, 1D222-17 or 34017D-15. NOTE: The above arms can be identified by a lug which is welded on the front face of the release arm as shown in Figure 1 of Schweizer Service Bulletin (SB) No. SA-005.1, dated January 31, 1988. (b) Tow release installations which have any of the release arms listed in (a) must have the arms replaced in the following manner: P/N 1D217-13 replace with 1D217-09 P/N 1D222-15 replace with 1D222-11 P/N 1D222-17 replace with 1D222-13 P/N 34017D-15 replace with 34017D-11 (c) Perform the operational check in accordance with Figure 4 in Schweizer SB No. SA-001.3, dated January 31, 1988, following release arm replacement. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration (FAA), New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. Schweizer Aircraft Corporation SB No's. SA-005.1, and SA-001.3, both dated January 31, 1988, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request from Schweizer Aircraft Corporation, P.O. Box 147, Elmira, New York 14902; telephone (607) 739-3821. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket No. 87-ANE-29, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5973, becomes effective on August 19, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter AD 87-17-01, issued August 18, 1987, which contained this amendment.
88-19-10: 88-19-10 CANADAIR: Amendment 39-6020. Applies to Model CL-600-2B16 series airplanes, Serial Numbers 5002 through 5027, certificated in any category. Compliance required as indicated, unless previously accomplished. To preclude erroneous autopilot/flight director ILS operations, accomplish the following: A. Within 48 hours after the effective date of this AD: 1. Insert the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM), under paragraph 8.C., Automatic Flight Control System, and notify all crewmembers: "Flight director approaches and autopilot coupled approaches are not permitted without a valid radio altimeter." NOTE: This may be accomplished by inserting a copy of Canadair, Ltd., Airplane Flight Manual PSP 601A-1, Temporary Revision No. 601/13, dated April 6, 1988, into the AFM. 2. Install a placard in the cockpit, visible to the pilot, stating: "FLIGHT DIRECTOR APPROACHES AND AUTOPILOT COUPLED APPROACHES PROHIBITED WITHOUT A VALID RADIO ALTIMETER." B. Installation of Sperry/Honeywell Flight Guidance Computer, P/N 7003974-715, in accordance with Paragraph 2 of Canadair, Ltd., Service Bulletin 601-0276, dated May 10, 1988, constitutes terminating action for the requirements of paragraph A., above, and the temporary AFM revision and placard should be removed. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI) or Principal Avionics Inspector (PAI), as appropriate, who may add comments and then send it to the Manager, New York Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Canadair, Ltd., Commercial Aircraft Technical Services, P.O. Box 6087, Station A, Montreal, Quebec H3C 3G9, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment, 39-6020, becomes effective October 5, 1988.
2022-25-07: The FAA is superseding Airworthiness Directive (AD) 2019-25- 16, which applied to certain Embraer S.A. Model ERJ 170-100 LR, -100 STD, -100 SE, and -100 SU airplanes; and Model ERJ 170-200 LR, -200 SU, -200 STD, and -200 LL airplanes. AD 2019-25-16 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by the determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2019-25-16 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations and certain structural modifications, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-17-14: We are adopting a new airworthiness directive (AD) for all Airbus Model A319, A320, and A321 series airplanes. This AD was prompted by reports that during a full scale fatigue test, several broken frames in certain areas of the cargo compartment have been found, especially on the cargo floor support fittings and open tack holes on the left-hand side. This AD requires a rototest inspection of the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, including doing all applicable related investigative actions, and repair if necessary. We are issuing this AD to detect and correct cracking in the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, which could affect the structural integrity of the airplane.
89-03-01 R1: 89-03-01 R1 GOODYEAR: Amendment 39-6103 as revised by Amendment 39-6334. Applicability: 32x8.8R16, 10PR, P/N 328Q08G2 radial tires, with serial dates 8060Gxxx and above, installed on but not limited to ATR-42 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent tire failure, accomplish the following: (a) Remove from service, all tires with serial dates between 8060Gxxx and 8320Gxxx, as follows: (1) Tires which have accumulated 250 or more landings since new on the effective date of this AD, within the next 50 landings. (2) Tires which have accumulated less than 250 landings since new on the effective date of this AD, at or prior to accumulating 300 landings. (3) Tires for which no landing record has been maintained, within the next 50 landings. (b) Remove from service, all tires with serial dates 8340Gxxx and above, as follows: (1) Tires which have accumulated 250 or more landings since new on the effective date of this AD, within the next 150 landings. (2) Tires which have accumulated less than 250 landings since new on the effective date of this AD, at or prior to accumulating 400 landings. (3) Tires for which no landing record has been maintained, within the next 150 landings. NOTES: (1) Tires with serial dates 8060Gxxx and above may be used as replacements subject to the restrictions of paragraphs (a) and (b) above. Tires with serial dates prior to 8060Gxxx are approved without restrictions. (2) Goodyear Alert Service Bulletins 32-001, dated December 5, 1988, and 32-002, Revision 1, dated July 14, 1989, apply to this AD. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This AD revises AD 89-03-01, Amendment 39-6103 (54 FR 1342; January 13, 1989) which became effective on February 12, 1989. This amendment (39-6334, AD 89-03-01 R1) becomes effective on November 13, 1989.
2002-05-03: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-6, CF6- 45, and CF6-50 series turbofan engines, that currently requires revisions to the Time Limits Section of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required inspection of selected critical life-limited parts at each piece-part exposure. This amendment modifies the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. A Federal Aviation Administration (FAA) study of in- service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2022-22-10: The FAA is superseding Airworthiness Directive (AD) 2020-21- 11, which applied to certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, -133, -151N, and - 153N airplanes; and Model A320 and A321 series airplanes. AD 2020-21-11 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2020-21-11 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations, 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.
90-13-04: 90-13-04 SAAB-SCANIA: Amendment 39-6631. Docket No. 90-NM-16-AD. Applicability: Model SF-340A series airplanes, Serial Numbers 004 through 108, inclusive, certificated in any category. Compliance: Required prior to the accumulation of 16,000 landings or within 30 days after the effective date of this AD, whichever occurs later, unless previously accomplished. To prevent fatigue damage and reduced structural integrity of the wings, accomplish the following: A. Remove the four fasteners in the lower part of the wing/fuselage attachment fitting at Wing Station 42.3 (left and right wings), enlarge the holes, and inspect for cracks using a non-destructive testing method (eddy current), in accordance with SAAB-Scania Service Bulletin 340-57-017, dated December 1, 1989. 1. If no cracks are found, prior to further flight, install oversize fasteners in accordance with the service bulletin. 2. If cracks are found, prior to further flight, further enlarge theholes and install oversize fasteners, in accordance with the service bulletin. The holes may be enlarged up to 0.264/0.262 inch (6,706/6,655 mm). 3. If cracks are still found following the maximum reaming allowed, repair prior to further flight, in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directivewho have not already received the appropriate service documents from the manufacturer may obtain copies upon request to SAAB-Scania, Product Support, S- 581.88, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6631, AD 90-13-04) becomes effective on July 23, 1990.
2002-04-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-600, -700, -700C, and -800 series airplanes, that requires a one-time inspection of certain fasteners in rudder pedal housings to determine if pan-head fasteners are installed, and replacement of existing fasteners with improved fasteners, if necessary. The actions specified by this AD are intended to prevent loss of free movement of the rudder pedals, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
89-07-17: 89-07-17 MCDONNELL DOUGLAS: Amendment 39-6169. \n\n\tApplicability: Model DC-9 series, Model DC-9-80 series, Model MD-88, and C-9 (military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect center tank fuel pump failures, accomplish the following: \n\n\tA.\tWithin 10 calendar days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to add the following, and provide to flight crews. This may be accomplished by inserting a copy of this AD in the AFM: \n\n\t\tSECTION I - LIMITATIONS \n\n\t\tFUEL MANAGEMENT \n\n\t\tAdd the following wording at the beginning of this section: "Prior to engine start on any flight where center tank fuel is present and will be needed for that route segment, the center tank fuel pumps must be individually checked to verify pump operation. This must be accomplished by observing that both inlet fuel pressure low lights extinguish when each individual center tank pump is activated. \n\n\t\tNOTE: Center tank pumps on aircraft with a center tank fuel pump low pressure warning system installed are not required to be checked in accordance with these procedures." \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\tNOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tThis amendment (39-6169, AD 89-07-17) becomes effective on May 4, 1989.
2002-05-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747-200, 747-300, 747SP, and 747SR series airplanes powered by Pratt & Whitney JT9D-3 or JT9D-7 series engines. That AD currently requires inspections of the vertical chords of the aft torque bulkhead of the outboard nacelle struts, corrective action, if necessary, and a modification of the vertical chords, which ends the inspections. This amendment will reduce the compliance time and repetitive intervals for the currently required inspections. These actions are necessary to prevent cracking of the vertical chords adjacent to the lower spar fitting, which could result in separation of the diagonal brace load path. Continued operation with a separated diagonal brace load path increases loads on the upper link, midspar fitting, and dual side links, which could result in separation of the strut and engine from the airplane. These actions are intended to address the identified unsafe condition.
2020-03-20: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model MD-11, MD-11F, and 717-200 airplanes, all Model 737-8 and 737-9 airplanes, all Model 737-600, -700, -700C, - 800, -900, and -900ER series airplanes, certain Model 747-400 and 747- 400F series airplanes, certain Model 757 and 767 airplanes, and all Model 777 airplanes. This AD requires revising the existing airplane flight manual (AFM) to include a limitation to prohibit operations that require less than 0.3 required navigational performance (RNP) within a specified area for airplanes having a certain multi-mode receiver (MMR) with certain software installed. This AD was prompted by reports of the loss of global positioning system (GPS) data or degraded GPS positional accuracy while using a certain MMR. The FAA is issuing this AD to address the unsafe condition on these products.
2015-17-17: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) PW4164-1D, PW4168-1D, PW4168A-1D and PW4170 engines, and certain PW4164, PW4168, and PW4168A turbofan engines. This AD was prompted by fuel nozzle-to-fuel supply manifold interface fuel leaks. This AD requires inspecting fuel nozzles for signs of leakage, replacing hardware as required, and torqueing to specified requirement. We are issuing this AD to prevent fuel leaks which could result in engine fire and damage to the airplane.
2015-17-16: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by results of a design review indicating that the burst pressure of the flexible hose, used to vent oxygen from the high-pressure relief valve of the oxygen cylinder overboard, was lower than the opening pressure of the high-pressure relief valve, which could cause the flexible hose to burst before it can vent the excess oxygen overboard. This AD requires replacing the oxygen hose assembly with a new, improved assembly. We are issuing this AD to prevent the accumulation of oxygen in an enclosed space, which could result in an uncontrolled oxygen-fed fire if an ignition source is nearby.
89-11-04: 89-11-04 FOKKER: Amendment 39-6220. Applicability: Model F-28 series airplanes, Serial Numbers 11003 through 11241, 11991 and 11992, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent decompression of the aircraft during flight, accomplish the following: A. For airplanes in pre-Service Bulletin F28/21-16 configuration, within 30 days after the effective date of this AD, or upon the accumulation of 75,000 landings, whichever occurs later, inspect the frame 1600 center bracket for cracks, and repair, if necessary, in accordance with Fokker Service Bulletin F28/53-A92, Revision 1, dated July 15, 1988. Repeat this inspection at intervals not to exceed 4,500 landings. B. For airplanes in post-Service Bulletin F28/21-16 configuration, within 30 days after the effective date of this AD, or upon the accumulation of 50,000 landings, whichever occurs later, inspect the frame 1600 center bracket for cracks, andrepair, if necessary, in accordance with Fokker Service Bulletin F28/53-A92, Revision 1, dated July 15, 1988. Repeat this inspection at intervals not to exceed 3,000 landings. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6220, AD 89-11-04) becomes effective on June 22, 1989.
87-09-02 R2: 87-09-02 R2 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-6399. Final copy of Priority Letter AD, as revised. Docket No. 87-ASW-17. Applicability: All BHTI Model 222 helicopters, certificated in any category, with drive hub assembly, part number (P/N) 222-010-417-009, installed. Compliance with paragraphs (a) and (b) is required immediately upon receipt of this AD, unless already accomplished. To prevent possible failure of the drive hub studs which could result in loss of flight control and subsequent loss of the helicopter, accomplish the following: (a) Remove nuts and washers from the studs which attach spline plate, P/N 222-310- 418-105/-107, to the drive hub assembly, P/N 222-010-417-009. (b) Visually inspect washers, P/N AN960-416, and mating surface on the spline plate, P/N 222-310-418-105/-107, for any signs of fretting, cracking, or wear. (1) If any fretting or wear is found, replace spline plate, P/N 222-310-418- 105/-107, and drivehub assembly, P/N 222-010-417-009. (2) If no fretting or wear is found, install new nuts, P/N MS21042L4, and washers, P/N AN960-416, and torque nuts to 100-pounds plus friction (tare) torque. (c) After completing requirements of paragraphs (a) and (b) and at intervals not to exceed 50 hours' time in service thereafter; apply 50 inch-pounds of torque to the spline plate, P/N 222-310-418-105/-107, retaining nuts. (1) If the nuts do not move, the nut torque is sufficient. (2) If one or more nuts move prior to reaching 50 inch-pounds, replace spline plate, P/N 222-310-418-105/-107, and drive hub assembly, P/N 222-010-417-009. (Maintenance manual 222-MM-1, Section 65-20-00, paragraphs 65-33 and 65-35 applies to this.) (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 Office, FAA, Southwest Region, Fort Worth, Texas. (e) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where inspections required by this AD may be accomplished. This amendment (39-6399, AD 87-09-02 R2) becomes effective on December 22, 1989, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD's 87-09-02, issued April 24, 1987, and 87-09-02 R1, issued April 28, 1987, which contained this amendment.
2015-17-15: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. 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. This AD was prompted by results of a design review indicating that the burst pressure of the flexible hose, used to vent oxygen from the high-pressure relief valve of the oxygen cylinder overboard, was lower than the opening pressure of the high-pressure relief valve, which could cause the flexible hose to burst before it can vent the excess oxygen overboard. This AD requires replacing the oxygen hose assembly with a new, improved assembly. We are issuing this AD to prevent the accumulation of oxygen in an enclosed space, which could result in an uncontrolled oxygen-fed fire if an ignition source is nearby.
86-15-07: 86-15-07 CESSNA: Amendment 39-5358. Applies to the following Models and Serial Numbers of airplanes certificated in any category which have been modified by the installation of an engine larger in size and/or horsepower than the Continental 0-200-A: \n\n\nMODELS\nSERIAL NUMBERS \n150\n17001 thru 17999, 59001 thru 59018 \n150A\n15059019 thru 15059350 \n150B\n15059351 thru 15059700 \n150C\n15059701 thru 15060087 \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo assure operation of the airplane within the approved center of gravity (cg) limits, accomplish the following: \n\n\t(a)\tWithin the next 25 hours time-in-service (TIS) after the effective date of this AD, accomplish the following: \n\n\t\t(1)\tWeigh the airplane to determine the empty weight (W1) and calculate the cg (cg1). The airplane, as weighed, must include full oil and unusable fuel (21 lbs at fuselage station 40.0 for standard fuel tanks). \n\n\t\t(2)\tAdd pilot weight (170 lbs at fuselage station39.0) to the empty weight (W1+170=W2) and calculate the cg (cg2) for this condition. If this cg is forward of fuselage station 32.2, add ballast between fuselage stations 70.69 and 76.44. (This was the location of the battery prior to the engine modification.) \n\n\t\t(3)\tDetermine the amount of ballast (B) required from the following equation: \n\t\t\t(D) x (W2) \n\t\t\tB = _________ ; where, \n\t\t\t\tX \n\t\t\tB = weight in pounds of ballast required by this AD. \n\t\t\tD = distance in inches the empty A/C (with pilot) cg must be moved aft in order to comply with this AD (D=32.2-cg2). Obtain cg2 from paragraph (2) above. \n\t\t\tW2 = empty weight in pounds of the airplane plus pilot determined in paragraph (2) above. \n\t\t\tX = distance in inches from the point where the ballast is installed to the required location of the new cg (fuselage station 32.2 in this case). Using the battery box location, X = 41.36. \n\n\t\t(4)\tFabricate the channel detailed in Figure 1. Mount the channel between fuselage stations 70.69 and 76.44 using the existing 041328-3 brackets. Attach with MS20470- AD4 rivets through the existing holes in brackets. Install the ballast in accordance with Figure 1. If ballast exceeds 60 pounds, contact the Wichita Aircraft Certification Office at the address given in paragraph (d) below for assistance. \n\n\t\t(5)\tIf the empty weight, as calculated in (1) above, plus the ballast exceeds 1142 lbs, prior to further flight, fabricate and install on the instrument panel a placard with a minimum letter size of 1/8 inch which states, "WARNING: THIS AIRPLANE LIMITED TO SINGLE OCCUPANT". If the empty weight exceeds 1195 lbs., equipment must be removed in order that this weight is not exceeded. The 1142 lbs and 1195 lbs are weight limitations established by Civil Air Regulations 3.74(b) (1) and 3.74(b) (2), respectively. \n\n\t(b)\tAirplanes which were weighed at the time of installation of the larger engine and have an empty weight cg (including pilot, oil and unusable fuel) aft of fuselage station 32.2 are exempt from paragraphs (a)(1), (a)(2), (a)(3) and (a)(4) of this AD. \n\n\t(c)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\t(d)\tAn equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. \n\n\tThis amendment, 39-5358, becomes effective July 24, 1986. \n\n\nMATERIAL:\n2024-T3\nTHICKNESS:\n.040\nBEND RADII:\n.125\nSCALE:\n1/2\nDIMENSIONS:\nInches\n\nNOTE: Lead ballast can be stacked sheet stock, ingot, or bar stock. Attach sheet stock with a minimum of 4-AN4 bolts or equivalent. Attach ingots or bar stock with a minimum of 2- AN4 bolts or equivalent per piece of lead, install a large diameter washer, such as an AN 970-4 under both the bolt head and nut. Use either a locknut or a castellated nut with cotter pin\n\n\n\n\nCHANNEL\n\n\t\t\t\t\tFIGURE 1 -86-15-07
2002-03-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 and -300 series airplanes, that requires testing of the left- and right-hand potentiometer levers of the aileron flight control system, and follow-on or corrective action, as applicable. This amendment is necessary to prevent detachment of an aileron potentiometer lever, which could result in jamming of the elevator and/or aileron flight control systems and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
69-24-01: 69-24-01 AER PEGASO C.A.R.M.A.M.: Amdt. 39-877. Applies to Aer-Pegaso Model M.100S and C.A.R.M.A.M. Model M.200 gliders. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To detect improper installation of the horizontal stabilizer to the glider, accomplish the following: (a) Install an inspection window on the left side of the dorsal fin to allow visual confirmation of the elevator "quick disconnect" attachment and paint the two plates of the elevator control transmission fork in accordance with Aer-Pegaso Technical Bulletin N.10/M- 100S, dated September 26, 1969, or an FAA-approved equivalent. (b) Install the following placard in the cockpit in clear view of the pilot: "Before the first flight after rigging the tailplane to the fuselage, look through the inspection window located on the left side of the dorsal fin and visually confirm that the end (ball bearing) of the elevator control lever is correctly engaged in the corresponding fork of the elevator control transmission. To do this, it may be necessary to move the control stick in the longitudinal direction in order to bring the lever end into view through the window. If the rigging is correct, the ball bearing will appear between the fork sides." This amendment becomes effective November 23, 1969.
2002-03-16: This amendment supersedes an existing airworthiness directive (AD) for Model OH-13E, OH-13H, and OH-13S helicopters manufactured by Bell Helicopter Textron, Inc. (BHTI). That AD currently requires either recurring liquid penetrant or eddy current inspections of the main rotor blade grip (grip) threads for a crack. If a crack is detected, that AD requires, before further flight, replacing the cracked grip with an airworthy grip. That AD also establishes a retirement life of 1200 hours time-in-service (TIS) for each grip. This amendment adds two part numbers (P/N) to the applicability and requires only recurring eddy current inspections of the grip threads. This AD also requires reporting any results of the grip inspections to the FAA Rotorcraft Certification Office. This amendment is prompted by the issuance of an AD for the civil BHTI Model 47 helicopters and the results of an accident investigation, an operator survey conducted by a trade association, various comments concerning the subject of the current AD, and a further analysis of field service data related to the BHTI Model 47 helicopters. The actions specified by this AD are intended to prevent failure of a grip, loss of a main rotor blade, and subsequent loss of control of the helicopter.