Results
2010-09-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: BAE Systems have received three reports of uncommanded flap extensions affecting different Jetstream 31 aeroplanes. In one instance, the aeroplane exceeded the airspeed limit allowed for the uncommanded flap configuration, resulting in damage to the wing trailing edge. Following investigation, it was considered that a loss of electrical signal to the `up' solenoid of the flap selector valve had occurred and, combined with the normal internal leakage in the hydraulic system, resulted in hydraulic pressure being supplied to the `down' side of the flap hydraulic jack. The loss of signal could have been intermittent, and the evidence strongly implicated oxide debris contamination of the flap selector switch contacts. This condition, if not corrected, could lead to further cases of damage to the aeroplane due to airspeed limit exceedance, possibly resulting in asymmetric flap deployment, which could lead to loss of control of the aeroplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-25-05: This amendment adopts a new airworthiness directive (AD), applicable to Robinson Helicopter Company (Robinson) Model R22 helicopters with a Lycoming 0-360-J2A engine installation. This AD requires replacing the carburetor and carburetor air temperature (CAT) gage with an improved carburetor that does not require manual leaning of the fuel/air mixture during flight, and a remarked CAT gage; and revising the Rotorcraft Flight Manual to remove the reference to leaning the engine. This amendment is prompted by a report from the Civil Aviation Authority of Great Britain that cautioned that the mixture control could inadvertently be placed in the idle cutoff position during in-flight manual leaning of the fuel/air mixture in the carburetor of the Lycoming 0-360-J2A engine. The actions specified by this AD are intended to prevent inadvertent placement of the mixture control to the idle cutoff position during in-flight leaning of the engine, which could result in an engine shutdown and subsequent loss of control of the helicopter.
86-05-08: 86-05-08 FOKKER B.V.: Amendment 39-5243. Applies to Model F28 airplanes, certificated in any category. 11003 to 11189 inclusive 11190 to 11192 inclusive (RH side only) Serial Numbers: 11991 and 11992 To prevent failures of the wing center section, accomplish the following, unless already accomplished, within the next 60 days after the effective date of this AD, or before the airplane reaches six years of age (from date of delivery), whichever occurs later: A. Inspect the center wing rear spar end fittings, and repair if cracks are found, in accordance with Fokker Service Bulletin F28/57-73, dated June 18, 1984. B. Repeat the inspection and repairs required by paragraph A., above, at intervals not to exceed one year. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 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 inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Manager, Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands. This document may 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. This amendment becomes effective April 7, 1986.
2021-13-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in two European Union Aviation Safety Agency (EASA) ADs, which are incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2012-06-15: We are adopting a new airworthiness directive (AD) for DG Flugzeugbau GmbH Models DG-500 Elan Orion, DG-500 Elan Trainer, DG-500/ 20 Elan, and DG-500/22 Elan sailplanes and Models DG-500M and DG-500MB powered sailplanes. 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 incorrect re-installation of the rear cockpit securing rope for the headrest of the rear seat during maintenance, which could cause the rear seat to interfere with the control stick of the sailplane. We are issuing this AD to require actions to address the unsafe condition on these products.
97-25-04: This amendment adopts a new airworthiness directive (AD) that applies to all Cessna Aircraft Company (Cessna) Models 208, 208A, 208B, 425, and 441 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
2012-07-07: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747 airplanes. This AD was prompted by reports of fractured latch pins found in service; investigation revealed that the cracking and subsequent fracture were initiated by fatigue and propagated by a combination of fatigue and stress corrosion. This AD requires repetitive general visual inspections for broken or missing latch pins of the lower sills of the forward and aft lower lobe cargo doors; repetitive detailed inspections for cracking of the latch pins; and corrective actions if necessary. We are issuing this AD to detect and correct fractured or broken latch pins, which could result in a forward or aft lower lobe cargo door opening and detaching during flight, and consequent rapid decompression of the airplane.
78-21-05: 78-21-05 SIKORSKY AIRCRAFT: Amendment 39-3322. Applies to S-58BT, S-58DT, S-58ET, S-58FT, S-58HT, and S-58JT helicopters certificated in all categories. To prevent possible tail rotor instability accomplish the following: Within 200 hours time in service or three months, whichever comes first, after the effective date of this AD, unless already accomplished, complete the following: (a) Install improved abrasion strips, Sikorsky Modification Kit 58070-10008-011, on tail rotor blades, P/Ns S1615-30100-3, -4, -7, -10, -11, -15, -16, -041, -042, and -043. This modification is covered by Sikorsky Service Bulletin No. 58B15-18. (b) Install Sikorsky control rod assembly, P/N 58400-64010-101. This modification is covered by Sikorsky Service Bulletin No. 58B40-5. This amendment becomes effective November 30, 1978.
97-24-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires inspection of the two-way check valve on the engine fire extinguishing system for discrepancies, and corrective action, if necessary. This amendment is prompted by issuance of mandatory continued airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent discrepancies of the check valve, which could result in improper functioning of the engine fire extinguishing system.
91-07-05: 91-07-05 GULFSTREAM: Amendment 39-6942. Docket No. 90-NM-187-AD. Applicability: Model G-IV series airplanes, Serial Numbers 1060 through 1089, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent hazardous operation of the Avionics Standard Communication Bus (ASCB) during turbulent weather conditions (Instrument Meteorological Conditions), accomplish the following: A. Within 180 days after the effective date of this AD, perform a detailed integrity test of the ASCB, in accordance with Gulfstream Aerospace Report No. GIV-GER-276, "ASCB Databus Cable, Coupler, and Connector Integrity Test: Phase II Incorporation," dated April 2, 1990. If defective ASCB connectors are found, prior to further flight, repair or replace all defective connectors in accordance with Gulfstream Aerospace Report No. GIV-GER-276, dated April 2, 1990. 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, Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Atlanta ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Atlanta ACO. 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 directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P.O. Box 2206, Savannah, Georgia 31402-2206. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the FAA, Small Airplane Directorate, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6942, AD 91-07-05) becomes effective on April 22, 1991.
2012-02-16: We are superseding an existing airworthiness directive (AD) for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747- 200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. That AD currently requires an inspection of the No. 2 and No. 3 windows on the left and right sides of the airplane to determine their part numbers, related investigative and corrective actions if necessary, and repetitive inspections of single pane windows. This new AD requires installing dual pane No. 2 and No. 3 windows. This new AD also removes certain airplanes from the applicability. This AD was prompted by loss of a No. 3 window in flight, which could result in consequent rapid loss of cabin pressure. Loss of the window could also result in crew communication difficulties or incapacitation of the crew. We are issuing this AD to correct the unsafe condition on these products.
97-24-05: This amendment adopts a new airworthiness directive (AD) that applies to all Aerospace Technologies of Australia Pty Ltd. (ASTA) Models N22B, N22S, and N24A airplanes. This AD requires repetitively inspecting the aft wing break connectors for arcing damage, deposits between contacts, and looseness of contacts; and removing deposits between contacts, tightening any loose contacts, and replacing any aft wing break connectors with arcing damage. This AD results from several reports of uncommanded flap extensions and displays of incorrect stall warning indications on the affected airplanes. The actions specified by this AD are intended to prevent contamination in the aft wing break connectors, which could result in uncommanded flap extensions and incorrect stall warning indications with consequent loss of airplane control.
84-15-02: 84-15-02 DOUGLAS AIRCRAFT COMPANY: Amendment 39-5031. Applies to Douglas Aircraft Model A-26/B26 series airplanes certificated in all categories. Compliance schedule as prescribed in the body of the AD, unless previously accomplished. To prevent loss of wing structural integrity due to failure of a lower spar cap, accomplish the following: A. Within ten (10) hours time in service after the effective date of this AD, perform a visual dye penetrant inspection of the lower forward and aft spar cap, outboard and inboard of each nacelle in the area where the nacelle fairing upper edge runs across the lower spar cap surface. Trim the fairing edge if necessary, to ensure that the fairing edge is smooth and that there is a minimum of one-sixteenth inch (1/16") clearance between the fairing and spar cap surface. B. If no cracking or fretting of the spar cap is detected, repeat the inspection for cracks, surface clearance, and condition in accordance with Paragraph A. of this AD at intervals not to exceed 500 hours time in service. C. If any evidence of cracking or fretting is found in the spar caps, polish out to a machine finish not to exceed approximately 125 microinches on both sides of the damaged area to a maximum depth of 0.030 inches and repeat the inspection of Paragraph A., above. Continue to inspect in accordance with Paragraph A. at intervals not to exceed 30 hours time in service. D. If cracking or fretting in excess of 0.030 inches in a spar cap is detected, repair in a manner approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, Hawthorne, California. E. For those aircraft which have been modified to incorporate a steel or titanium lower front spar cap strap (in the area where the nacelle fairing upper edge is in contact with the lower wing surface) in accordance with AD 64-12-03, the requirements of Paragraph A. of this AD are applicable only to the lower aft spar cap, outboardand inboard of each nacelle. F. Within 72 hours after performing the inspections required by Paragraph A., above, report the results of the inspections to the Manager, Western Aircraft Certification Office, ANM-170W, FAA, Northwest Mountain Region, 15000 Aviation Blvd., Hawthorne, California. Mailing address: P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. The reports should cite the airplane registration and serial number, crack location and extent of damage, total airplane operating hours, and time since last inspection. G. 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 required by this AD. H. Alternate inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, Hawthorne, California. This amendment becomes effective April 16, 1985, and it was effective earlier to all recipients of priority mail AD 84-15-02, issued August 1, 1984.
86-07-02 R1: 86-07-02 R1 PILATUS BRITTEN-NORMAN LTD: Amendment 39-10171; Docket No. 86-CE-23-AD. Revises AD 86-07-02, Amendment 39-5382. Applicability: Models BN2A MK. 111, BN2A MK. 111-2, and BN2A MK. 111-3 airplanes (all serial numbers), certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (f) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required prior to further flight after the effective date of this AD (see NOTE 2) or within 100 hours time-in-service (TIS) after the last inspection accomplished in accordance with AD 86-07-02, whichever occurs later, and thereafter at intervals not to exceed 100 hours TIS. NOTE 2: The "prior to further flight after the effective date of this AD" compliance time was the original initial compliance time of AD 86-07-02, and is being retained to provide credit and continuity for already-accomplished and future inspections. To prevent failure of the main landing gear caused by cracks in the torque link assembly area, which could lead to loss of control of the airplane during landing operations, accomplish the following: (a) Inspect the junction of the torque link lug and upper case for cracks (using a 10- power magnifying glass or by dye penetrant methods) in accordance with Fairey Hydraulics Limited Service Bulletin (SB) 32-7, Issue 3, dated January 30, 1990; or Fairey Hydraulics SB 32- 10, Issue 2, dated November 10, 1992, as applicable. Pilatus Britten-Norman SB BN-2/SB. 173, Issue 3, dated November 16, 1990, references Fairey Hydraulic Limited SB 32-7; and Pilatus Britten-Norman SB BN-2/SB.209, Issue 1, dated November 30, 1992, references Fairey Hydraulic Limited SB 32-10. (b) If cracked parts are found during any of the inspections required by this AD, prior to further flight, replace the cracked parts with airworthy parts in accordance with the applicable maintenance manual. (c) If the landing gear is replaced, only equal pairs of the same manufacturer are approved as replacement parts. Mixing of different manufacturer landing gears is not authorized. (d) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these actions along with other scheduled maintenance on the airplane. (e) Special flight permits maybe issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the inspection requirements of this AD can be accomplished. (f) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Small Airplane Directorate, 1201 Walnut, suite 900, Kansas City, Missouri 64106. (1) The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Small Airplane Directorate. (2) Alternative methods of compliance approved for AD 86-07-02 are considered approved as alternative methods of compliance for this AD. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Small Airplane Directorate. (g) The inspections required by this AD shall be done in accordance with Fairey Hydraulics Limited Service Bulletin 32-7, Issue 3, dated January 30, 1990, or Fairey Hydraulics Service Bulletin 32-10, Issue 2, dated November 10, 1992, as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Fairey Hydraulics Limited, Claverham, Bristol, England; or Pilatus Britten-Norman Limited, Bembridge, Isle of Wight, United Kingdom PO35 5PR. Copies may be inspected at the FAA, Central Region, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment (39-10171) revises AD 86-07-02, Amendment 39-5382. (i) This amendment becomes effective on November 28, 1997.
86-07-04: 86-07-04 SHORT BROTHERS, LTD.: Amendment 39-5272. Applies to Models SD3- 30 and SD3-60 airplanes as listed in Short Brothers, Ltd. Service Bulletins SD3-27-29, dated April 1985 (for SD3-30 airplanes), and SD360-27-06, dated April 1985 (for SD3-60 airplanes), certificated in any category. To prevent the loss of elevator control, accomplish the following within the next 90 days after the effective date of this AD, unless already accomplished: 1. Modify the elevator torque tube assembly in accordance with Short Brothers, Ltd. Service Bulletin SD3-27-29, dated April 1985 (for SD3-30 airplanes), or SD360-27-06, dated April 1985 (for SD3-60 airplanes). 2. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment ofinspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Shorts Aircraft, 1725 Jefferson Davis Highway, Suite 510, Arlington, Virginia 22202. These documents may 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. This amendment becomes effective May 8, 1986.
2012-07-04: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Model 680 airplanes. This AD was prompted by a false cross-feed command to the right-hand fuel control card, due to the cross-feed inputs on the left- and right-hand fuel control cards being connected together and causing an imbalance of fuel between the left and right wing tanks. This AD requires adding diodes to the fuel cross-feed wiring, and revising the airplane flight manual to include procedures to use when the left or right generator is selected OFF. We are issuing this AD to prevent lateral imbalance of the airplane, resulting from uncontrolled fuel cross-feed, which can be corrected by deflecting the aileron trim; deflecting the aileron trim increases the pilot's workload and could exceed the airplane's limitation in a short period of time, resulting in reduced controllability of the airplane.
97-23-17: This amendment adopts a new airworthiness directive (AD) that applies to Raytheon Aircraft Company (Raytheon) 90, 100, 200, and 300 series airplanes. This action requires inspecting gray, blue, or clear Ethylene Vinyl Acetate (EVA) tubing near the co-pilot's foot warmer for collapse or deformity. If the tubing is collapsed or deformed, this action requires replacing and re-routing the tubing. This EVA tubing is used on the pneumatic de-ice indicator lines and the pressurization control system pneumatic lines that provide vacuum to the outflow safety valves that depressurize the airplane. This action is the result of several reports of collapsed EVA tubing. The actions specified by this AD are intended to prevent a loss of vacuum to depressurize the airplane cabin, which could result in personal injury to the door operator; and to prevent malfunction of the de-ice indicator system, which could cause the pilot to immediately exit icing conditions.
82-13-01: 82-13-01 BENDIX: Amendment 39-4405. Applies to Bendix Engine Products Division's S-1200 series magnetos which have green distributor blocks and do not have the letter "R" metal stamped on the identification plate as described under "Identification" in Bendix Service Bulletin No. 613. Compliance required as indicated unless already accomplished. To reduce the possibility of magneto and engine malfunction resulting from loose distributor block bushings, accomplish the following: (a) Comply with the inspection, replacement, and identification procedures outlined under "Detailed Instructions" shown in Bendix Service Bulletin No. 613, dated April 1981, or later approved revisions in accordance with the following schedule: MAGNETO TIME IN SERVICE SINCE NEW OR OVERHAUL ACCOMPLISH Less than 1000 hours Inspect within the next 25 hours in service and every 25 hours in service thereafter, unless replaced with new "Gripper Bushing" distributor block. 1000 hoursor more but less service than 1900 hours Inspect within the next 100 hours in service unless replaced with new "Gripper Bushing" distributor block. 1900 hours or more Replace the distributor block with new "Gripper Bushing" distributor block within the next 100 hours in service. Any distributor block discovered having a loose bushing must be replaced before further flight. (b) If compliance with Paragraph (a) reveals the distributor block to be contaminated with brass filings or bronze colored dust, inspect the engine as follows: (1) Observe engine pistons through spark plug holes for evidence of burning. (2) Check valve dry tappet clearance per engine manufacturer's instructions. If piston damage or lower than specified dry tappet clearance is present, the engine must be inspected and maintained in accordance with the engine manufacturer's instructions for continued airworthiness. Make an engine log entry of each compliance with Paragraph (a) including the magneto serial number. Equivalent means of compliance may be approved by the Chief of the New York Aircraft Certification Office, ANE-170, Federal Aviation Administration (FAA), New England Aircraft Certification Division, Federal Building, JFK International Airport, Jamaica, New York 11430. As permitted by FAR 21.197, aircraft may be flown to a base where maintenance required by this AD can be accomplished. This amendment becomes effective June 28, 1982.
2022-04-04: The FAA is adopting a new airworthiness directive (AD) for certain Continental Aerospace Technologies, Inc. C-125, C145, IO-360, IO-470, IO-550, O-300, O-470, TSIO-360, TSIO-520 series model reciprocating engines and certain Continental Motors IO-520 series model reciprocating engines with a certain oil filter adapter installed. This AD was prompted by reports of two accidents that were the result of power loss due to oil starvation. This AD requires replacing the oil filter adapter fiber gasket (fiber gasket) with an oil filter adapter copper gasket (copper gasket). The FAA is issuing this AD to address the unsafe condition on these products.
2022-04-02: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 1000 model turbofan engines. This AD was prompted by reports of high levels of wear on the seal fins on a small number of certain high-pressure turbine triple seals. This AD requires manual deactivation of the modulated air system (MAS) control valves. The FAA is issuing this AD to address the unsafe condition on these products.
2012-04-14: We are adopting a new airworthiness directive (AD) for RB211- Trent 800 series turbofan engines. This AD requires inspecting the front combustion liner head section for cracking, and if found cracked, removing the front combustion liner head section from service at the next shop visit. This AD was prompted by mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. Specifically, routine inspections revealed cracking on the head sections of two RB211-Trent 800 front combustion liners. We are issuing this AD to prevent uncontained engine failure and damage to the airplane.
97-21-09: This amendment supersedes existing airworthiness directive (AD) 96-24-09, applicable to Allison Engine Company Model 250-C47B turboshaft engines, that currently requires replacing the engine main electrical harness assembly with an improved assembly, disabling the overspeed solenoid, inspecting the engine control unit (ECU) internal PW10 voltage to determine electrical noise characteristics, and replacing units not considered serviceable. In addition, the existing AD requires adding a placard to the helicopter instrument panel notifying the pilot that the overspeed protection system is disabled and removes a placard which was required by priority letter AD 96-21-12; revises the Bell Helicopter Textron, A Division of Textron Canada Ltd. (BHTC) Model 407 Rotorcraft Flight Manual (RFM); and requires maintenance actions to clear the ECU of faults prior to each flight. This amendment continues to require replacing the engine main electrical harness assembly with an improved assembly, but adds the requirements to install a new hydromechanical unit (HMU) and ECU, removing the placard notifying the pilot that the overspeed protection system is disabled, and revises the BHTC Model 407 RFM. This amendment is prompted by the development of overspeed protection system modifications to reactivate the overspeed solenoid in conjunction with raising the power turbine overspeed trip point and revising the overspeed system to default to a minimum fuel flow in the event of its activation. The actions specified by this AD are intended to prevent uncommanded inflight engine shutdowns, which can result in autorotation, forced landing, and possible loss of the helicopter.
87-16-03: 87-16-03 AIRBUS INDUSTRIE: Amendment 39-5623. Applies to Model A300 B2 and B4 series airplanes, certificated in any category. To prevent the development of cracks which can lead to wing skin failure, accomplish the following within 90 days after the effective date of this AD, or upon reaching the threshold indicated below, whichever occurs later, unless already accomplished: A. Inspect for cracks in the top skin of each wing at the level of rib 9 between front and rear spars, prior to the accumulation of 17,000 landings for B2 series airplanes, and prior to the accumulation of 14,200 landings for B4 series airplanes, in accordance with the accomplishment instructions of Airbus Industrie (AI) Service Bulletin A300-57-118, Revision 1, dated March 29, 1984. Thereafter, repeat the inspections at intervals not to exceed 7,600 landings. B. If cracks are found during the inspections required by paragraph A., above, follow procedures described in Paragraph 1.C.(5) of AI Service Bulletin A300-57-118, Revision 1, dated March 29, 1984. C. Incorporation of AI Modification 2099, as described in Airbus Service Bulletin A300-57-077, Revision 1, dated December 15, 1979, which replaces clearance fit HI-LOK bolts with taperlock bolts, constitutes terminating action for the inspection requirements of this AD. D. 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. E. 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 inspections required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Centrecda, Avenue Didier Daurat, 31700 Blagnac,France. This document may 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. This amendment becomes effective September 4, 1987.
97-24-01: This amendment adopts a new airworthiness directive (AD) that is applicable to all Dornier Model 328-100 series airplanes. This action requires repetitive inspections to detect migration or damage of the bushings of the main landing gear (MLG) trailing arm, and replacement of any damaged or displaced bushing. This amendment is prompted by reports indicating that damagedor displaced bushings have been found on several MLG trailing arms of Dornier Model 328-100 series airplanes. The actions specified in this AD are intended to prevent failure of the bushings of the MLG trailing arm, which could result in collapse of the MLG during landing.
75-12-04: 75-12-04 ROCKWELL INTERNATIONAL: Amendment 39-2231. Applies to Sabreliner Model NA 265-40 airplanes, serial numbers 282-112, -113, -115 through -137, and model NA 265-60 airplanes, serial numbers 306-64 through -102, certificated in all categories. To prevent possible failure of engine supports due to cracks in the engine support beams outer skins, accomplish the following: (a) Within the next 10 hours' time in service after receipt of this airmail letter, unless already accomplished, perform a close visual inspection of the R.H. and L.H. engine support beam outer skin (Ref: 40/60, IPC NA 62-1208, Chapter 17, Page 14, Item 6) for cracks. If cracks are found, either: (1) Install a doubler type repair per NA 265-40/-60 Structural Repair Manual for issuance of special flight permit per FAR's 21.197 and 21.199 to a base where (2) can be performed; or (2) Replace the entire outer skin prior to further flight. Replacement of the outer skin constitutes terminating action under this AD. (b) Within the next 50 hours' time in service after receipt of this airmail letter, unless already accomplished, inspect the R.H. and L.H. engine support beam outer skin by eddy current method for hardness in accordance with Sabreliner Service Bulletin 75-16 dated May 12, 1975, or later FAA-approved revisions. If the material is as required no further action is necessary. If the material is found defective (too hard), compliance is required as follows: For those airplanes having a crack in the engine support beam outer skin, repair and ferry flight only to a base for skin replacement. For those airplanes with no cracks in the engine support beam outer skin, inspect for cracks at intervals not to exceed 100 hours' time in service from the time of the first eddy current inspection using the dye penetrant method in accordance with Sabreliner Service Bulletin 75-16 dated May 12, 1975, or later FAA-approved revisions until the defective skin is replaced. Replacementof defective skin must be accomplished no later than 650 hours' time in service after receipt of this airmail letter and is considered terminating action. (c) Equivalent inspections and repairs may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. This amendment becomes effective June 9, 1975 for all persons except those to whom it was made effective by individual airmail letters, dated May 13, 1975 which contained this amendment.