Results
2000-12-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires modification of the position 1 flap screw jack. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fracture of the lead screw of the position 1 flap screw jack, which could result in failure of the tie bar and possible disconnection of the flap structure from the airplane.
2015-17-09: We are superseding Airworthiness Directive (AD) 98-18-02 for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R variant F airplanes (collectively called A300-600 series airplanes). AD 98-18-02 required inspections to detect cracks in the center spar sealing angles adjacent to the pylon rear attachment and in the adjacent butt strap and skin panel, and correction of discrepancies. This new AD continues to require inspections for cracks. This new AD also requires a modification by cold expansion of the center spar sealing angles, replacement of both sealing angles and cold expansion of the attachment holes if necessary, and post-repair repetitive inspections and corrective actions if necessary. This AD was prompted by reports of cracking in the vertical web of the center spar sealing angles of the wing, and subsequent analyses that showed that the inspection threshold and interval specified in AD 98-18-02 must be reduced to allow timely detection of cracks on the sealing angles of the center spar, adjacent to rib 8. We are issuing this AD to prevent crack formation in the sealing angles, which could rupture the sealing angle and lead to subsequent crack formation in the bottom skin of the wing, and result in reduced structural integrity of the center spar section of the wing.
2000-12-09: This amendment adopts a new airworthiness directive (AD) for Sikorsky Model S-76A helicopters. This AD requires inspecting the air conditioning system at specified intervals until installing a soft-start assembly retrofit kit to prevent a continuous flow of current through the soft-start resistor. This amendment is prompted by a report of overheating of the soft-start assembly. The actions specified by this AD are intended to prevent overheating of the air conditioning soft-start assembly, damage in the lower tailcone, an electrical fire, and subsequent loss of control of the helicopter
82-23-08: 82-23-08 CANADAIR: Amendment 39-4494. Applies to Canadair Model CL-600-1A11 airplanes certificated in all categories. Compliance is required as indicated to avoid possible failure of the throttle quadrant tungsten carbide wear strips and to preclude throttle movement directly from idle to cutoff. Within 50 hours time in service, or within 30 days after the effective date of this Airworthiness Directive, whichever occurs first, unless already accomplished, perform the following in accordance with Canadair Alert Wire TA600-0294/022 dated August 31, 1982: A. Remove the throttle quadrant in accordance with Canadair approved procedures and inspect to positively identify part and serial numbers. B. If the throttle quadrant is not identified by P/N 90601-65, reinstall in accordance with Canadair approved procedures and return to service. C. If the inspection of paragraph A reveals that the aircraft is fitted with throttle quadrant, Canadair part number 90601-65, the following inspection must be conducted prior to each flight: 1. Unlatch and lift each thrust reverser lever in turn until it contacts its solenoid stop and, with friction off, apply a forward load of approximately 5 pounds to each main lever. Check to determine that the knob moves the normal amount (0.20 inch or less). 2. Unlatch and lift each thrust reverser lever until it contacts its solenoid stop. With the red shutoff latch held in the up position and with friction off, apply an aft load of approximately 5 pounds to the main lever. Check that this knob moves the normal amount (0.45 inches or less). 3. If movement is in excess of the values specified in paragraph (1) or (2) above, replace the quadrant with a serviceable model 90601-65 throttle quadrant in accordance with Canadair approved procedures and continue to inspect per Paragraph C., above. 4. With the thrust reverser levers down, check that the main levers cannot be moved aft into cutoff without liftingthe red shutoff latch. If the lever can be moved aft, replace the quadrant with a serviceable model 90601-65 throttle quadrant in accordance with Canadair approved procedures and continue to inspect per Paragraph C., above. D. For aircraft fitted with throttle quadrant, part number 90601-65, install the following placard on the instrument panel in full view of the pilot, using letters of 3/8 inch minimum height: "Do not conduct planned go-around and missed approach operations." E. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. It is anticipated that this AD will be amended to provide terminating action when the manufacturer has developed anacceptable modification. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). This amendment becomes effective November 22, 1982.
2015-17-02: We are superseding Airworthiness Directive (AD) 2001-13-51 for Bell Model 206L-4, 407, and 427 helicopters. AD 2001-13-51 required inspecting certain driveshafts for a crack, a loose bolt or nut, or red powder residue and replacing a driveshaft if there is a crack, a loose bolt or nut, or red powder residue. AD 2001-13-51 also required notifying the FAA within 10 days if a crack is found in the driveshaft. This new AD retains the inspection requirement of AD 2001-13-51, expands the applicability to include the Model 429 helicopter, and removes the reporting requirement. This AD is intended to prevent failure of a driveshaft, loss of drive to the main rotor system, and a subsequent emergency landing.
62-09-05: 62-09-05 VICKERS: Amdt. 416 part 507 Federal Register April 10, 1962. Applies to Viscount Models 744, 745D, and 810 Series Airplanes. Compliance required as indicated. As a result of landing gear cross tube end fitting failures, the following is required: (a) (1) End fittings which have accumulated 11,000 or more landings as of the effective date of this AD, shall be inspected in accordance with (b) within the next 500 landings, and thereafter within each 3,000 landings. (2) End fittings which have accumulated between 10,000 and 11,000 landings as of the effective date of this AD shall be inspected in accordance with (b) within the next 1,000 landings, or upon the accumulation of 11,500 landings, whichever occurs first, and thereafter within each 3,000 landings. (3) End fittings which have accumulated less than 10,000 landings as of the effective date of this AD shall be inspected in accordance with (b) upon the accumulation of 11,500 landings and within each 3,000 landings thereafter. NOTE: It will be necessary for operators to maintain a record of landings in order to ascertain compliance with this AD. If past records are unavailable, the number of landings prior to this AD may be estimated. (b) Inspect the fittings listed below for cracks in accordance with PTL 234 (for Models 744 and 745D) or PTL 100 (for Model 810) or FAA-approved equivalent. Model 744 & 745D - Fitting: End fitting for single piece tube, Station 96 - P/N 72450-35 Model 744 & 745D - Fitting: End fitting for single piece tube, Station 131 - P/N 72450- 37 or 72450-175 Model 810 - Fitting: End fitting for single piece tube, Station 96 - P/N 72450-35 Model 810 - End fitting for single piece tube, Station 131, P/N 81050-35 (c) Fittings with cracks in the 1/4-inch radius between the bearing journal and the tapered portion shall be replaced prior to further flight, except that those at Station 131 may be reused if they meet thelimitations of the applicable PTL Issue 5 dated June 1, 1965, and are reworked as specified in the applicable PTL. (Fittings at Station 96 are of different design and cannot be reused should similar defects be found.) (d) Rework fittings having minor surface cracks in the attachment flanges and in the bearing journals in accordance with the provisions of the PTL's. (e) Mark all reworked fittings with the letter "R" on the flange circumference. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, European Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (British Aircraft Corporation (Operating) Ltd. Preliminary Technical Leaflets No. 234 Issue 5 or later ARB-approved issue of 700 Series, (for 744 and745D aircraft), No. 100 Issue 5 or later ARB-approved issue (for 810 Series aircraft) cover this subject. This directive effective May 10, 1962. Revised January 15, 1963. Revised March 5, 1966.
2000-12-13: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that currently requires revising the FAA-approved Airplane Flight Manual (AFM) to increase monitoring of the flight path of the airplane to detect certain software anomalies of the flight management guidance system, and take appropriate corrective actions. This amendment adds a requirement to either modify the existing on-board replaceable modules of the flight management guidance computers (FMGC) to incorporate software changes, or replace the FMGC's with new, improved FMGC's; which would terminate the requirements for the AFM revision. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent erroneous navigational calculations, which could result in an increased risk of collision with terrain or other airplanes.
85-22-09 R1: 85-22-09 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5254. Applies to SNIAS Model AS 332 C or CL helicopters fitted with engine stubframe Part Number (P/N) 332 A 58.00.12.00 and Model AS 332 L or L1 helicopters fitted with engine stubframe P/N 332 A 58.00.13.00, certificated in any category. Compliance is required as indicated, unless already accomplished. (a) Compliance required within 10 hours time in service after the effective date of this AD. To avoid operating conditions where ice ingestion into the engines may cause engine failure, permanently attach a placard, stencil, or decal to the instrument panel in full view of the flightcrew which includes the following limitations statement: ALL FLIGHT OPERATIONS BELOW PLUS 3 DEGREES CELSIUS IN THE PRESENCE OF ICE CRYSTALS, RAIN, MIST, DRIZZLE, DENSE CLOUDS, SNOW, OR SLEET ARE PROHIBITED. (b) Modify and adjust the engine air inlets of applicable helicopters as specified below: (1) Within 200 hours time in service after the effective date of this AD but not later than March 31, 1986, accomplish the engine air intake modifications prescribed by Aerospatiale Service Bulletin No. 53.62 (corresponds to Modification AMS 332 A 07.22.752). (2) Within 400 hours time in service after the effective date of this AD but not later than March 31, 1986, accomplish the engine intake alignment inspections and adjustments prescribed by Aerospatiale Service Bulletin No. 71.07 (corresponds to Modification AMS 332 A 07.22.702). (c) Upon accomplishment of the requirements of paragraph (b), the limitations placard, stencil, or decal required by paragraph (a) may be removed. NOTE 1: This AD conforms in part to French AD 85-169-20(B), Revision 1, dated December 17, 1985. NOTE 2: For the requirements regarding recording compliance and method of compliance with this AD in the aircraft's permanent maintenance records, see FAR Section 91.173. (d) Upon request, an alternate means of compliance which provides an equivalent level of safety may be used when approved by the Manager, Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, APO NY 09667, or by the Manager, Aircraft Certification Division, FAA, Southwest Region, ASW-100, P.O. Box 1689, Fort Worth, Texas 76101, telephone (817) 877-2581. (e) The aircraft may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the requirements of paragraph (b) of this AD may be accomplished. The manufacturer's specifications and procedures identified and described in this directive 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 to Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, ATTN: Customer Support. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, Southwest Region, Room 158, Building 3B, 4400 Blue Mound Road, Fort Worth, Texas 76106. Priority letter issued October 30, 1985, became effective upon receipt. This Amendment 39-5254 becomes effective March 19, 1986.
80-15-12: 80-15-12 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3854. Applies to Model A109A series helicopters, certificated in all categories, all serial numbers up to S/N 7165 inclusive, which have main rotor mast bearing inner race P/N 109-0404- 14 installed. Compliance required as indicated. To prevent failure of the main rotor mast upper thrust bearing, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, unless already accomplished, visually inspect the area between the swashplate support, P/N 109- 0110-05, and the main transmission upper case flange, for evidence of oil leaks in accordance with "ACCOMPLISHMENT INSTRUCTIONS," Part I, paragraph A, of Agusta Service Bulletin No. 109-12, Revision A, dated December 12, 1979 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) If no evidence of oil leaks is found, continue in service and comply with paragraph (d) of thisAD. (c) If, as a result of the inspection required in paragraph (a) of this AD, or of a repetitive inspection required by paragraph (d) of this AD, evidence of oil leaks is found, raise swashplate support, P/N 109-0110-05, and carefully inspect, using the visual method, the entire exposed surface of the bearing inner race, P/N 109-0404-14, for evidence of damage or cracks. (i) If no cracks or damage are found, replace the packing P/N 109-0406-68, with new packing in accordance with "ACCOMPLISHMENT INSTRUCTIONS," Part I, paragraph B.2 of the Service Bulletin, or an FAA-approved equivalent. (ii) If cracks or damage are found, before further flight, except that the helicopter may be flown to a base in accordance with FAR 21.197 and 21.199 where the repairs may be accomplished, replace the bearing inner race with a new part number inner race, P/N 109- 0404-14-15, in accordance with "ACCOMPLISHMENT INSTRUCTIONS," Part II, of the Service Bulletin, or an FAA-approved equivalent. (iii) Upon accomplishment of paragraph (c)(i) or (c)(ii) of this AD, return to service and comply with paragraph (d) of this AD. (d) After the termination of each flight, conduct the inspection described in paragraph (a) of this AD on all helicopters up to S/N 7165, inclusive. (e) Within the next 200 hours time in service after the effective date of this AD, unless already accomplished, for all helicopters up to S/N 7165 inclusive, and except for helicopters S/N 7140, 7142, 7148, 7150, 7152, 7158, 7160, 7161, 7162, 7163 and 7164, remove the main rotor mast upper bearing inner race, P/N 109-0404-14, and replace with a new part number bearing inner race, P/N 109-0404-14-15, in accordance with Part II of the Service Bulletin, or an FAA-approved equivalent, and continue to comply with paragraph (d) of this AD. (f) For all main transmission gearboxes S/N 58 and below, held as spares, replace the main rotor mast upper bearing inner race, P/N 109-0404-14, with a newinner race P/N 109- 0404-14-15 in accordance with Part II of the Service Bulletin before release of the gearbox to service. (g) Upon request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, may adjust the compliance time specified in paragraph (d) of this AD provided such requests are made through an FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. (h) For the purpose of this AD, and FAA-approved equivalent may be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. This amendment becomes effective August 7, 1980.
2022-22-03: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by a report of smoke and fire in the cockpit. This AD requires inspecting the forward cabin roof ceiling harnesses and installation, 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.
90-19-01: 90-19-01 PILATUS AIRCRAFT, LTD., AND FAIRCHILD-HILLER: Amendment 39-6719. Docket No. 90-CE-18-AD. Applicability: Model PC-6 series airplanes manufactured by Pilatus Aircraft, Ltd., (Serial Number (S/N) 1 through 824), and to Model PC-6 airplanes manufactured by Fairchild-Hiller (S/N 2001 and up) (all variants) fitted with welded steel rudder pedal supports, certificated in any category. Compliance: Required initially within the next 50 hours time-in-service (TIS) after the effective date of this AD, and thereafter at intervals of 100 hours TIS, unless already accomplished. To preclude failure of the welded steel rudder pedal supports, accomplish the following: (a) Visually inspect the rudder pedal support for cracks using a 10x magnifying glass in accordance with: (1) Alert Service Bulletin No. PC6-A-162 for those airplanes built by Pilatus Aircraft, Ltd.; or (2) Service Bulletin No. PC6-27-15 for those airplanes built by Fairchild-Hiller. (b) Ifcracks are found, prior to further flight, repair or replace the rudder pedal support with a serviceable airworthy unit in accordance with the instructions contained in the appropriate Service Bulletin listed in paragraph (a) of this AD. (c) The repetitive 100 hour TIS inspections may be discontinued upon installation of a rudder pedal support manufactured from a machine casting Pilatus Part Number 116.35.06.104. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (e) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Brussels Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. 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 Staff. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Pilatus Aircraft, Ltd., Product Support Department, CH6370 Stans, Switzerland, or Maryland Air Industries, Top Flight Airpark, Route 12, Box 102, Showalter Road, Hagerstown, Maryland 21740; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6719, AD 90-19-01) becomes effective on October 15, 1990.
2000-12-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to detect fatigue cracking of the pitch load fittings of the wing front spar, and rework, if necessary. This amendment also provides for optional terminating action for the repetitive inspections required by this AD. This amendment is prompted by a structural fatigue analysis that shows that the operational loads of the nacelle are higher than the loads used during initial design of the Model 767. The actions specified by this AD are intended to detect and correct fatigue cracking in the pitch load fittings of the wing front spar, which could result in reduced structural integrity of the strut.
2000-12-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires a one-time inspection to detect chafing of the wires and harnesses in the cabin compartment ceiling; repair, if necessary; and installation of protective sleeving. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent false warnings of a hot engine exhaust tailpipe and intermittent signal failure, which could result in the consequent execution of unnecessary procedures by the flightcrew.
82-23-02: 82-23-02 BEECH: Amendment 39-4484. Applies to Models 65-90 and 65-A90 (S/Ns LJ-1 through LJ-317) and B90 (S/Ns LJ-318 through LJ-501), except those airplanes having reinforced elevators per Beech Service Instructions No. 0333-131, Revision II, or P/N 50- 610000-349 LH and -350 RH aluminum elevators (reference Kit Nos. 90-4061 S, 90-4062 S, 90- 4062-1 S). COMPLIANCE: Required as indicated, unless already accomplished. To prevent elevator spar failures and possible loss of elevator control, accomplish the following: (a) On all affected Models 65-90 and those 65-A90 airplanes which do not have elevator overhang balance horns installed per Beech Kit No. 90-4029 (9.5-inch outboard end overhang, part of Kit Nos. 90-4031 M, 90-4031-1 M, and 90-4035 M) prior to attaining 2,100 hours time-in-service (TIS) on airplanes having less than 2,000 hours TIS, or within 100 hours TIS after the effective date of this AD on airplanes having 2,000 or more hours TIS and at intervals notexceeding 500 hours TIS thereafter: (1) Incorporate an inspection port, check the elevator hinge point alignment, and, if necessary, correct it in accordance with Beech Service Instructions No. 0450-133, Revision I (initial inspection only). (2) Visually inspect the elevator spar at the outboard hinge point for cracks in accordance with Beech Service Instructions No. 0450-133, Revision I (initial and recurring inspection). (b) On all affected Model B90 and those Model 65-A90 airplanes which have elevator overhang balance horns per Beech Kit No. 90-4029 (see (a) above for description) prior to attaining 600 hours TIS on airplanes having less than 500 hours TIS, or within 100 hours TIS after the effective date of this AD on airplanes having 500 or more hours TIS and at intervals not exceeding 200 hours TIS thereafter: (1) Incorporate an inspection port, check the elevator hinge point alignment, and, if necessary, correct it in accordance with Beech Service Instructions No. 0423-133 (initial inspection only). (2) Visually inspect the elevator spar at the outboard hinge point for cracks in accordance with Beech Service Instruction No. 0423-133 (initial and recurring inspection). (c) Prior to further flight, repair or replace with serviceable parts any components found cracked during the inspections specified in paragraph (a) or (b). (d) Airplanes may be flown in accordance with FAR 21.197 to a base where the inspections and repair/replacement can be performed. (e) Intervals between repetitive inspections required by this AD may be increased up to 10 percent to allow them to coincide with other scheduled maintenance on the airplane. (f) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid- Continent Airport, Wichita, Kansas 67209, telephone (316) 269-7000. This AD supersedes AD 71-14-04, Amendment 39-1241 (36 FR 12842, July 8, 1971). This Amendment 39-4484 becomes effective on November 8, 1982.
66-30-04: 66-30-04 FAIRCHILD-HILLER: Amendment 39-315 as amended by Amendment 39-493 and 39-711 is further amended by Amendment 39-2870. Applies to F-27 Type and FH-227 Type Airplanes, certificated in all categories. Compliance required as indicated. To detect cracks in the engine mount support tube assembly (post support) and engine mount support tube bracket (support assembly), accomplish the following: (a) For airplanes equipped with upper tube assembly P/N 27-503105-11, -31, -41, -51; P/N 01-503105-11, or -31; upper bracket P/N 27-110105-11, -12, -31, -32, -41, -42, -51, -52, -61, -62, -71, -72, -81, or -82; or lower tube assembly P/N 27-503101-11, -41, -51, -61, -71, -81, -91, -101, or -111: (1) Inspect in accordance with (c) the tube assemblies and brackets having 10,000 or more hours in service on the effective date of this A.D. within the next 50 hours in service after the effective date of this A.D. unless already accomplished within the last 250 hours in service, and thereafter at intervals not to exceed 300 hours in service from the last inspection. (2) Inspect in accordance with (c) the tube assemblies and brackets having less than 10,000 hours in service on the effective date of this A.D. before the accumulation of 10,050 hours in service unless already accomplished after the accumulation of 9750 hours in service, and thereafter at intervals not to exceed 300 hours in service from the last inspection. (b) Airplanes equipped with Fairchild Hiller brackets P/N 01-110105-3, -4, -11, -12, -13, -14, -31 or -32 must be inspected in accordance with (c) at intervals not to exceed 300 hours in service after the accumulation of 25000 hours in service. (c) Without removing the tube assembly or bracket, clean all surfaces of each engine mount support tube bracket (four per airplane located at the wing front spar) and each engine mount support tube assembly (eight per airplane) prior to inspection. Visually inspect for cracks eachbracket and support tube assembly using a glass of at least 10 power or an FAA approved equivalent inspection. If cracks are found comply with (d) before further flight. (d) Repair cracked parts in accordance with an FAA approved repair or replace them with a part of the same part number that has been inspected in accordance with (c) or with an FAA approved equivalent part. Equivalent repairs or parts may be installed when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance times specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Fairchild Service Bulletins F27-54-14 and FH227-54-4, Revision 3 dated January 7, 1977, cover this subject. Amendment 39-315 superseded AD 66-07-04. Amendment 39-315 was effective December 10, 1966. Amendment 39-493 was effective on October 21, 1967. Amendment 39-711 was effective January 18, 1969. This amendment 39-2870 is effective April 13, 1977.
2022-17-09: The FAA is superseding Airworthiness Directive (AD) 2021-16- 03, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2021-16-03 required an inspection for missing or incorrect application of the lightning strike edge glow sealant protection at certain locations in the wing tanks, and corrective action. This AD was prompted by in-production findings of missing or incorrect application of the lightning strike edge glow sealant protection at specific locations in the wing tanks and by the development of a modification to restore two independent layers of lightning strike protection on the wing upper cover. This AD continues to require the actions of AD 2021-16-03 and requires a modification to restore two independent layers of lightning strike protection, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2010-20-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: GROB Aircraft AG has been informed that flap ribs P/N 120A-1053 and 120A-1054 have been found cracked during regular maintenance. Structural failure of the ribs may cause failure of the middle flap support which may lead to flap asymmetry due to excessive flap deformation and ultimately could result in reducing the controllability of the aeroplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
54-08-01: 54-08-01 MARTIN: Applies to All Models 202, 202A and 404 Aircraft. Compliance required as indicated. Several cases of finding cracks in the nose landing gear piston and fork assembly (P/N 202SD84483) have been reported. These cracks were located in the change of cross section fillets which blend the barrel section of the terminal into the legs of the lower fork. To preclude further difficulties of this nature, all aircraft must be inspected and reworked as follows: I. Compliance required not later than July 1, 1954. Inspect the piston and fork assembly in the fillets which blend the barrel section of the terminal into the legs of the fork. This inspection must be accomplished with the aid of a 20-power enlarging lens, dye penetrant or magnaflux. Any assembly found to incorporate fillets of less than 11/32-inch radius must be further inspected or reworked as follows: If a crack is found, rework the part in accordance with item II. If no cracks exist, the part must be reinspected, as above, every No. 1 inspection but not to exceed 115 hours of service until reworked in accordance with item III. Should cracks be found in reinspection, the part must be reworked in accordance with item II. II. Compliance required prior to return to service. If a crack is found, the piston and fork assembly may be repaired by grinding out the crack within the following limits: (The crack lengths, specified below, are based upon the total length of a crack or cracks in a single fork leg fillet. The depths of material removable pertain to the fork leg cross section and should be measured from the plane of the fork leg surface.) (A) A crack measuring up to 2 inches may be ground out to a maximum depth of 0.065 inch. (B) A crack measuring from 2 to 4 inches in length may be ground out to a maximum depth of 0.055 inch. (C) A crack measuring over 4 inches in length may be ground out to a maximum depth of 0.040 inch. The reworked area is to be blended smoothly into the fork leg surface. The surface finish after grinding must be equivalent to RMS-32 with no tool marks present. NOTE: Piston and fork assemblies not repairable within the above-stated limitations must be replaced. III. Compliance required not later than March 1, 1955. If no cracks exist, rework the fillets which blend the barrel section of the terminal into the legs of the fork to a radius of 3/8 + 1/32 inch. This new fillet should be ground tangent to the lowest point of material removed (Ref. item II) or the fork leg surface, as the case may be. Further, it is important that the fillet be blended into the surface of the terminal so that a smooth transition of cross sectional area is obtained, especially in the crotch of the fork. The surface finish after this rework must be equivalent to RMS-32 with no tool marks present. (Martin Service Instruction Letters Nos. 30A and 404-64A, for the Models 202 and 404 aircraft respectively, cover this same subject.)
99-21-28: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319, A320, A321, A330, and A340 series airplanes, that currently requires revising the Airplane Flight Manual (AFM) to require the flightcrew to discontinue use of any Instrument Landing System (ILS) receiver for which a certain caution message is displayed. It also requires, for certain airplanes, replacing any faulty ILS receiver with a new, serviceable, or modified unit, and provides for optional terminating action for the AFM revisions. This amendment requires accomplishment of the previous optional terminating action. This amendment is prompted by a pilot s report of errors in the glide slope deviation provided by an ILS receiver. The actions specified by this AD are intended to detect and correct faulty ILS receivers and to ensure that the flightcrew is advised of the potential hazard of performing ILS approaches using a localizer deviation from a faulty ILS receiver, and advised of the procedures necessary to address that hazard. An erroneous localizer deviation could result in a landing outside the lateral boundary of the runway.
2015-16-05: We are adopting a new airworthiness directive (AD) for British Aerospace Regional Aircraft Jetstream Series 3101 and Jetsream Model 3201 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as missing countersunk washers under the head of the main landing gear trunnion cap tension bolts that could cause fatigue in the bolt shanks. We are issuing this AD to require actions to address the unsafe condition on these products.
2015-16-06: We are adopting a new airworthiness directive (AD) for British Aerospace Regional Aircraft Model Jetstream Model 3201 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as the in-service special detailed inspection technique required for the Jetstream 3200's life extension program was delayed; consequently, the in-service special detailed inspection technique is not formally part of the life extension program and may therefore not be accomplished as intended. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-12-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires repetitive inspections to check the play of the eye-end of the piston rod of the elevator servo-controls, and follow-on corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct excessive play of the eye-end of the piston rod of the elevator servo-controls, which could result in failure of the elevator servo-control.
2000-12-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that currently requires an initial inspection of fastener holes on certain outer frames of the fuselage to detect fatigue cracking, and modification of the area by cold expanding the holes and installing oversized fasteners. This amendment requires revising the applicability to include additional airplanes; a high frequency eddy current inspection to detect fatigue cracking in the frames and frame feet at fuselage frames FR37 through FR41; and follow-on actions. This amendment also provides for an optional terminating action for the follow-on repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of the fuselage frames and frame feet, and consequent reduced structural integrity of the fuselage.
2000-12-03: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model AS332L2 helicopters. This AD requires inspecting for interference between the transmission flexible mounting plate (plate) and the forward and aft shims (shims), replacing shims and repairing the plate if interference is found, and inspecting the plate for a broken plate slat (slat) and repairing the plate if a broken slat is found or replacing the plate if slat damage beyond repair limits is found. This AD is prompted by the discovery that several helicopters were manufactured with shims that did not have cutouts to permit relative motion between the plate slats and the shims without interference. The actions specified by this AD are intended to prevent cracking of the plate slats, increased helicopter vibration, loss of transmission mounting integrity, and subsequent loss of control of the helicopter.
2015-16-03: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524B-02, RB211-524B2-19, RB211-524B3-02, RB211-524B4-02, RB211-524B4-D-02, RB211-524C2-19, RB211-524D4-19, RB211-524D4-39, and RB211-524D4X-19 turbofan engines. This AD requires removing affected high-pressure turbine (HPT) blades. This AD was prompted by several failures of affected HPT blades. We are issuing this AD to prevent failure of the HPT blade, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.