Results
2000-20-02: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-50 series turbofan engines. This action requires inspection of the low pressure turbine nozzle lock assemblies, and replacement of the borescope plug with a new design plug. This amendment is prompted by three uncontained engine failures. The actions specified in this AD are intended to detect loose or missing LPT nozzle lock assembly studs that could lead to failure of the locks and subsequent uncontained failure of the engine.
81-09-08: 81-09-08 HILLER AVIATION: Amendment 39-4137. Applies to Models UH-12D, UH-12E, UH-12E4 Series Helicopters, including military Models H-23F, OH-23G, and all models converted by STC SH178WE and STC SH177WE, equipped with main rotor blades Part No. 53200-03, certified in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible main rotor blade failure due to the delamination of the skin at the blade tip, accomplish the following: (a) Prior to further flight, after the effective date of this AD or receipt of the priority mail AD 81-09-08, issued April 27, 1981, whichever occurs first: (1) Remove blade tip cap and visually inspect for skin bond separation in the tip cap area, in accordance with Para. II.D of Hiller Aviation Service Bulletin No. 51-8 dated March 25, 1981. (2) If the skin bond separation is detected, replace blade with like serviceable item or repair in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. Submit data defining exact areas of delamination when requesting repair approval. (3) If no skin bond separation is detected, replace the tip cap and seal, in accordance with Para. II.F of Hiller Aviation Service Bulletin No. 51-8, dated March 25, 1981. (b) Upon the effective date or upon receipt of the priority mail AD 81-09-08, issued April 27, 1981, whichever occurs first, whenever the rotor blade tip cap is removed for whatever reason, comply with the inspection requirements and tip cap reinstallation requirements of Para. (a) of this AD prior to return to service. Special flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate helicopters to a base for the accomplishment of inspections or modifications required by this AD. Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and ManufacturingBranch, FAA Western Region. 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. 553(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Hiller Aviation, 2075 West Scranton Avenue, Porterville, California 93275. These documents may also be examined at FAA Western Region Office, Rules Docket, Room 6W14, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, Rules Docket, Room 916, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA Headquarters in Washington, D.C. and the FAA Western Region Office. This amendment becomes effective June 25, 1981 to all persons, except those to whom it was made immediately effective by priority mail AD 81-09-08, issued April 27, 1981.
2015-25-09: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-200 Freighter, and A330-300 series airplanes; and all Model A340-200 and A340-300 series airplanes. This AD was prompted by reports that a bracket that attaches the cockpit instrument panel to the airplane structure does not sustain the fatigue loads of the design service goal. This AD requires repetitive inspections of that bracket for cracking and to determine if both lugs are fully broken, an inspection for cracking of an adjacent bracket if necessary, and corrective actions if necessary. This AD also provides an optional modification, which terminates the repetitive inspections. We are issuing this AD to detect and correct cracking on a bracket of the cockpit instrument panel, which, combined with failure of the horizontal beam, could lead to collapse of the cockpit panel, and reduced controllability of the airplane.
2000-20-06: This amendment adopts a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109K2 and A109E helicopters. This AD requires replacing a certain main transmission aft support fitting (aft support fitting) with an airworthy aft support fitting within specified time intervals and establishes a retirement life for certain aft support fittings. This AD is prompted by three failures of the engine to main gearbox drive shaft due to fatigue cracks on the aft support fittings. This condition, if not corrected, could result in excessive displacement of the main gearbox, failure of an engine to main gearbox drive shaft, loss of power to the main rotor, and a subsequent forced landing.
76-08-02 R2: 76-08-02 R2 CESSNA: Amendment 39-2582 as amended by Amendment 39-2608 is further amended by Amendment 39-4540. Applies to the following models of airplanes if equipped with strobe lights installed in the wing tip fuel tank nose cap, except those airplanes having Symbolic Displays P/Ns 30-0005, 30-0199-1, 30-0199-2, 30-0199-3, 30-0329, 31-0725-1, and 701133-1, Whelen Engineering Company, Inc., P/N A430, and Grimes Manufacturing Company (Grimes) P/Ns 30-0515-5, 30-1172-1, 30-1172-5, 30-0531-1, and 30-0467-5 strobe lights: Models 310, 310A, Military U-3A, 310B, 310C, 310D, 310E, Military U-3B, 310F, 310G, 310H, E310H, 310I, 310J, 310J-1, E310J, 310K, 310L, 310N, 310P, T310P, 310Q, T310Q, 310R, T310R; 320, 320-1, 320A, 320B, 320C, 320D, 320E, 320F; 340; 401, 401A, 401B; 402, 402A, 402B; 411, 411A; 414; and 421, 421A, and 421B airplanes. Compliance: Required as indicated, unless already accomplished. To preclude wing fuel tip tank nose cap explosions, within the next 100hours' time in service after the effective date of this AD, accomplish the following: A) Visually inspect the strobe lights in the tip tank nose cap area to determine whether Grimes P/N 30-0515-1 strobe light or any other strobe lights other than those excepted above are installed. On those airplanes where Grimes P/N 30-0515-1 strobe lights are installed, determine if the strobe lights have been modified by installing Grimes P/Ns 31-1723-5 or 30-1171-1 cover plates. These cover plates may be identified by the presence of two quench tubes protruding into the light assembly from the end plate. B) On those airplanes having unmodified Grimes P/N 30-0515-1 strobe lights, or strobe lights other than those excepted above, deactivate the strobe light system by installing a guard over the switch and/or by pulling and blocking the circuit breaker so that it cannot be inadvertently reset or by any other suitable means. C) Systems having unmodified Grimes P/N 30-0515-1 strobe lights may be reactivated upon the installation of Grimes P/Ns 31-1723-5 or 30-1171-1 cover plates in accordance with Cessna Service Letter ME75-16, dated July 11, 1975, or later approved revisions. D) Do not reactivate strobe light assemblies, other than Grimes P/N 30-0515-1 strobe lights modified per Paragraph C, until data showing the strobe lights are explosion proof have been submitted to and approved by the Chief, Engineering and Manufacturing Branch, or Division of the FAA Region issuing the original light approval. Amendment 39-2582 became effective April 23, 1976, and superseded Amendment 39-2103, AD 75-05-08. Amendment 39-2608 became effective May 20, 1976. This Amendment 39-4540 becomes effective January 31, 1983.
2015-25-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, 757-200CB, and 757-200PF airplanes. This AD was prompted by a report that a forward-most cam latch of the forward center cam latch pair on a main cargo door (MCD) broke during flight. This AD requires doing a general visual inspection for broken or missing cam latches, latch pins, and latch pin cross bolts; torqueing the cross bolts in the latch pins; measuring the extension of \n\n((Page 79462)) \n\nthe latch pins; replacing all alloy steel cross bolts through the latch pins with corrosion resistant steel (CRES) cross bolts; doing a general visual inspection of all cam latches for lip deformation; doing an inspection of cam latch 1 and cam latch 2 for cracks and replacing all cracked or broken parts; checking the rig of the MCD and re-rigging as applicable; and doing related investigative and corrective actions, if necessary. This AD also requires doing certain repetitive inspections until MCD rigging is done. This AD also requires repetitive MCD post- rigging inspections and corrective actions if necessary. We are issuing this AD to detect and correct discrepancies of the cam latches, latch pins, and latch pin cross bolts, which could reduce the structural integrity of the MCD, and result in potential loss of the cargo door and rapid decompression of the airplane.
2000-20-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2B19 series airplanes. This action requires installation of shields for the aileron quadrants in the wheel bay of the main landing gear (MLG). This action is necessary to prevent the accumulation of water, ice, or slush on the aileron quadrants and control cable pulleys in the wheel bay of the MLG, which could freeze and result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2015-25-04: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109A and A109A II helicopters. This AD requires inspecting the slider assembly pitch control (slider) for play and replacing the slider if the play exceeds certain limits. This AD is prompted by a report of excessive slider play and wear that was detected during a scheduled inspection of a Model A109A II helicopter. These actions are intended to detect and prevent excessive wear and play on a slider, which could lead to loss of tail rotor pitch control and consequently loss of helicopter control.
2009-19-06: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2009-19-06 that was sent previously by individual notices to the known U.S. owners and operators of affected airplanes identified above. This AD requires installing certain equipment on the flight deck door. This AD was prompted by reports that the current design of the flight deck door is defective. We are issuing this AD to prevent failure of this equipment, which could jeopardize flight safety.
2000-19-07: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120, EMB-120ER, and EMB-120RT series airplanes, that requires removal of a certain fastener, if applicable, and sealing of the corresponding fastener hole. This action is necessary to prevent contact between one of the bolts that attaches the direct current (DC) relay box on the left-hand side of the airplane and one of the power terminals of electrical emergency contactor 2, which could result in a short circuit in the DC relay box, and consequent partial loss of the electrical system, and degraded operation of airplane systems. This action is intended to address the identified unsafe condition.
70-08-01: 70-08-01 HUGHES: Amdt. 39-971. Applies to Model 269A, 269A-1, 269A-2, and 269B Series helicopters, certificated in all categories, which incorporate lead-lag and flapping hinge bolts, P/N HS 1446-10-68, with vendor identification AC impression-stamped on top of the bolt heads (hereafter referred to as AC bolts). If bolts do not have the vendor identification AC on the bolt head they are acceptable for continued service and no further action is required by this airworthiness directive. Compliance required as indicated. To detect cracks and failures in the AC bolts, P/N HS 1446-10-68, accomplish the following: (a) Within 25 hours' time in service after the effective date of this AD, remove all AC bolts in accordance with Hughes Handbook of Maintenance Instruction (HMI). Perform a dye penetrant or magnaflux inspection of the AC bolts for evidence of cracking. NOTE: During this inspection particular attention should be directed to the area of the bolt shank at the radius of the bolt head. (b) Any AC bolt which shows evidence of cracking must be conspicuously and permanently marked to prevent its inadvertent return to service. Any AC bolt inspected per (a), above, which exhibits no evidence of cracking may be identified with a green dot painted in the recessed head of the bolt. (c) Prior to further operation following the accomplishment of (a), above, install bolts P/N HS 1446-10-68 without vendor identification AC on the bolt heads or AC bolts which have a green dot painted on the head as authorized by (b), above. (d) Prior to each flight following reinstallation of bolts per (c), above, visually check each AC bolt, using the green dot in the head for ease of identification, to ascertain if there is any evidence of head separation from the body of the bolt. Any bolt showing evidence of head separation must be replaced with a serviceable bolt prior to further flight. NOTE: The rotorcraft pilot may perform this visual check and determination regarding evidence of bolt head separation. For the requirements regarding this listing in the rotorcraft's permanent maintenance record of compliance and method of compliance with this provision of this AD, see FAR 91.173. (e) Within 225 hours' time in service after the effective date of this AD but not prior to 175 hours time in service from such date, reinspect all AC bolts in service in accordance with (a), above. Permanently and conspicuously mark any AC bolts showing evidence of cracks as prescribed by (b), above, and replace such bolts with serviceable bolts prior to further operation. This one-time reinspection does not cancel the preflight check required by (d), above. (f) Prior to 400 hours' time in service or within six months, whichever occurs first, after the effective date of this AD, replace all AC bolts with bolts, P/N HS 1446-10-68, without vendor identification AC impression-stamped on top of the bolt heads. The special inspections required by this AD may be discontinued when this AC bolt replacement program is accomplished. (g) AC bolts removed from service prior to six months from the effective date of this AD for the purpose of compliance with (f), above, must be marked permanently and conspicuously to prevent their inadvertent return to service. (Hughes Service Information Notice No. N-75.1 covers this same subject.) This amendment becomes effective April 14, 1970.
92-17-14: 92-17-14 PRATT & WHITNEY CANADA: Amendment 39-8343. Docket No. 91-ANE-24. Applicability: Pratt & Whitney Canada (PWC) PW123, PW124B, PW125B, and PW126A turboprop engines installed on, but not limited to, DeHavilland of Canada DHC-8 Series 300, Canadair CL-215T, Aerospatiale ATR-42 and ATR-72, Fokker 50, and British Aerospace ATP aircraft. Compliance: Required at the next shop visit, or within 12 months from the effective date of this AD, whichever occurs first, unless accomplished previously. To prevent large engine torque variations and a subsequent aircraft asymmetric thrust condition, accomplish the following: (a) Install a new or reworked fuel pump in accordance with the Accomplishment Instructions of PWC Service Bulletin 20946R2, Revision 2, dated May 13, 1991, on those engines identified by serial number in the Effectivity paragraph of the incorporated service bulletin. (b) For the purpose of this AD, a shop visit is defined as the induction of an engine intoa maintenance facility for the conduct of maintenance. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Engine Certification Office, FAA, Engine and Propeller Directorate. The request should be forwarded through an FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The installation procedure shall be done in accordance with the following Pratt & Whitney Canada manufacturer's service bulletin: DOCUMENT NO. PAGES ISSUE/REVISION DATE PWC SB20946R2 1-11 Revision 2 May 13, 1991 Total Pages: 11 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 Pratt & Whitney Canada, Technical Publications Department, 1000 Marie Victorin, Longueuil, Quebec J4G 1A1. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts, or at the Office of the Federal Register, 800 North Capitol Street, NW., Suite 700, Washington, DC 20001. (f) This amendment becomes effective on November 18, 1992.
88-17-04: 88-17-04 SCHWEIZER AIRCRAFT CORPORATION (MCDONNELL DOUGLAS HELICOPTER COMPANY, HUGHES HELICOPTERS, INC).: Amendment 39-5975. Applies to helicopter Models 269A, TH-55A (all S/N's operated in civil use), 269A-1, 269B, and 269C, certificated in any category. (Docket No. 88-ASW-26) Compliance is required as indicated, unless already accomplished. To prevent possible loss of the tail boom support strut and tail boom which could result in loss of the helicopter, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, on Model 269C helicopters with S/N's 1166 through 1289, inspect aft cluster fittings (P/N's 269A2234-3 and 269A2235-3) for cracks and surface defects in accordance with the procedures section of Schweizer Service Information Notice (SIN) No. N-220, dated January 29, 1988. Note: SIN No. 220 provides repair procedures and limits for surface defects. (b) Within the next 25 hours' time in service after the effective date of this AD conduct the following inspections: (1) On Models 269A, A-1, B, and TH-55A (all serial numbers) and Model 269C (for all S/N's prior to 1262) conduct a dimensional inspection of the aft cluster fittings (P/N's 269A2234, 269A2235, 269A2234-3, and 269A2235-3) in accordance with Part 1 of Schweizer SIN No. N-217, dated January 29, 1988. (2) On Model 269C helicopters (S/N's 1262 through 1289) and all other helicopters identified in paragraph (b)(1) as having aft cluster fittings, P/N's 269A2234-3 and 269A2235-3, with fittings purchased from Schweizer Aircraft Corporation between May 1, 1986 and October 22, 1987-- (i) Inspect the fittings for cracks using visual and dye penetrant methods in accordance with Parts II and IV of Schweizer SIN No. N-221, dated January 29, 1988; and (ii) Remove a sample piece from uncracked fittings and return to Schweizer Aircraft Corporation for laboratory analysis in accordance with Part III of Schweizer SIN No. 221, dated January 29, 1988. (c) Repeat the inspections of paragraph (b)(2)(i) at the following intervals until the P/N 269A2234-3 and P/N 269A2235-3 fittings are determined to meet the Schweizer process specification or until the aft cluster fittings are replaced with parts which do meet the specifications: (1) Conduct visual inspections in accordance with Part IV of Schweizer SIN No. N-221, dated January 29, 1988, prior to the first flight of each day. (2) Conduct dye penetrant inspections in accordance with Part II of Schweizer SIN No. N-221 dated January 29, 1988, at intervals not to exceed 100 hours' time in service from the previous inspections. (d) Replace fittings found to be cracked or to have surface defects with serviceable fittings before further flight. (e) No later than December 31, 1988, replace P/N 269A2234-3 and 269A2235-3 fittings not found to meet the Schweizer process specification. (f) Within the next 25 hours' time in service after the effective date of this AD, on all Model 269A, TH-55A (all S/N's operated in civil use), 269A-1 and 269B (all S/N's) and Model 269C (S/N's 0004 through 1289) install a "NO STEP" placard in accordance with Part II of Schweizer SIN No. N-217 dated January 29, 1988. (g) Alternative means of compliance which provide an equivalent level of safety with the requirements of this AD may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. (h) Aircraft may be ferried in accordance with the provisions of sections 21.197 and 21.199 to a base where the AD can be accomplished. The procedure shall be done in accordance with Schweizer SIN Nos. N-217, N-220, N- 221, dated January 29, 1988. 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 Schweizer Aircraft Corporation, P.O. Box 147, Elmira-Corning Regional Airport, Elmira, New York 14902. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L. Street NW, Room 8401, Washington, D.C. This amendment, 39-5975, becomes effective on August 19, 1988.
2015-24-06: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GVI airplanes. This AD requires repetitive breakaway torque checks and torqueing of the brake inlet self-sealing couplings. This AD also requires revising the airplane flight manual to include procedures to follow in the event of certain display indications. This AD was prompted by reports of the self- sealing couplings on the brake inlet fitting that have been found backed out of the fully seated position. We are issuing this AD to detect and correct inadequate torque on the self-sealing coupling. This condition could result in an unannounced total loss of braking capability on one or multiple brakes, which could result in a runway overrun or asymmetrical braking that can lead to a lateral runway excursion.
2010-21-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The landing gear alternate extension system in the cockpit is accessible through an access panel located on the cockpit floor. There have been reports of failure of the access panel latch assembly as a consequence of repeated closure of the access panel involving the use of excessive force. Failure of the latch assembly can result in the access panel being jammed in the closed position, and require mechanical prying to open. An undetected or uncorrected latch failure condition in the access panel can prevent immediate access to the landing gear alternate extension system by the flight crew during an emergency. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-19-08: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 777 series airplanes. The existing AD requires repetitive detailed visual inspections to detect cracking of the coveskin on the outboard leading edge slats; a slat adjustment check; and corrective actions, if necessary. This amendment reduces the repetitive inspection interval, but also provides for an optional modification that would significantly increase the repetitive inspection interval. This amendment also revises the applicability of the existing AD to remove certain airplanes. This amendment is prompted by findings of increased vibration of the coveskins due to air leaking and resonating within the cavity between the fixed leading edge and the coveskin; the vibration can result in fatigue cracking and high fatigue loads. The actions specified in this AD are intended to detect and correct cracking and/or missing pieces of the coveskin on the outboard leading edge slats on the wings, which could result in skin separation or structural damage to the leading edge slats and consequent reduced controllability of the airplane.
2015-24-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, CL-600-2D15 (Regional Jet Series 705) airplanes, CL-600-2D24 (Regional Jet Series 900) airplanes, and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD requires repetitive detailed inspections of the cage assembly, window louver panel assemblies (WLPAs), and blowout panels (BOPs), and corrective action if necessary. This AD was prompted by reports of several \n\n((Page 74674)) \n\ncases of damaged or detached decompression WLPAs and BOPs. We are issuing this AD to detect and correct damaged and detached WLPAs and BOPs. A detached WLPA or BOP could delay smoke detection in the cargo compartment, and in the event of a cargo compartment fire, this could lead to an uncontrolled cargo compartment fire.
2000-19-01: This amendment adopts a new airworthiness directive (AD), applicable to Bombardier Model CL-600-1A11 (CL-600) and CL-600-2A12 (CL-601) series airplanes, that requires modification of the main landing gear (MLG) brake units and inboard MLG wheels; and a revision to the Airplane Flight Manual (AFM) to include the increased cooling times for the modified brakes. This amendment allows, for certain cases, removal of the inboard and/or outboard wheel discs by installation of a placard to limit airplane operation on the ground and a revision to the AFM to include information for operating the airplane with the wheel discs removed. Additionally, this amendment provides for an acceptable method of compliance that involves installation of a new revision to the AFM. 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 water freezing on the brake while the airplane is in flight due to water, slush, or snow from the runway entering into the brake assemblies during takeoff, and consequently, a tire burst during landing of the airplane.
2000-19-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires modifying the bottom skin panel 3 (located aft of the rear spar). This action is necessary to prevent corrosion and consequent reduced structural integrity of the wings due to lack of cold expansion of an existing drain hole, which could lead to cracks initiating from that drain hole; and the incorrect location of the drain hole, which can allow moisture to be trapped. This action is intended to address the identified unsafe condition.
79-19-08: 79-19-08 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-3561. Applies to all L-1011-385-1, L-1011-385-1-14, and L-1011-385-1-15 airplanes certificated in all categories, configured with a C-1A cargo door. Compliance required as indicated. To assure the retention of "fail-safe" operational capability of the pressure relief door, accomplish the following: (a) Within the next 300 hours time in service, unless already accomplished, install the antifriction gasket on the flange of the pressure relief door in accordance with the FAA approved Lockheed-California Company Service Bulletin 093-52-133 dated May 30, 1979. (b) 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 modification required by this AD. (c) Alternate modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. Thisamendment becomes effective September 24, 1979.
2010-20-21: This amendment adopts a new airworthiness directive (AD) for Agusta Model A109E helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states that after a report of an electrical failure, an investigation revealed inadequate functioning of the 35 amperes (Amps) battery bus (BATT BUS) circuit breaker that was not within design requirements. The actions specified in this AD are intended to replace the 35 Amps circuit breaker with a 50 Amps circuit breaker and replace the wires with oversized ones to prevent an electrical failure, loss of electrical power, and subsequent loss of control of the helicopter.
90-11-07: 90-11-07 AEROSPATIALE (FORMERLY SUD AVIATION/SUD-SERVICE): Amendment No. 39-6602. Docket No. 90-NM-04-AD. Applicability: Aerospatiale Caravelle SE 210 Model III and VIR series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent structural failure of the wing box secondary ribs, accomplish the following: A. Prior to the accumulation of 20,000 landings, or within 30 days after the effective date of this AD, whichever occurs later, perform an X-ray inspection of all feet located at the top of secondary ribs 10 through 24, 27 through 29, 42, and 43, in accordance with the Aerospatiale Service Bulletin 57-68, Revision 1, dated May 20, 1988. B. If no cracks or defects are found, repeat the inspection required by paragraph A., above, at intervals not to exceed 3,000 landings. C. If cracks or defects are found as a result of the inspection required by paragraph A., above, perform a visual inspection of the opened up areas, perform an X-ray inspection of ribs 7 through 43 which have not been previously inspected, repair, and reinforce damaged ribs, prior to further flight, in accordance with Aerospatiale Service Bulletin 57-68, Revision 1, dated May 20, 1988. Following repair of a rib, repeat the X-ray inspection of the adjacent secondary ribs between ribs 7 through 43, inclusive, at the following intervals: 1. If ribs 11, 15, and 20 in the same wing have been repaired and reinforced, repeat the X-ray inspection at intervals not to exceed 6,000 landings. 2. If ribs 11, 15, and 20 in the same wing have not been repaired and reinforced, repeat the X-ray inspection at intervals not to exceed 3,000 landings. D. Repairing all the feet of all ribs in accordance with paragraph 6 of Aerospatiale Service Bulletin 57-68, Revision 1, dated May 20, 1988, constitutes terminating action for the repetitive inspections required by paragraphs B. and C., above. E. 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. F. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. 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 (39-6602, AD 90-11-07) becomes effective on June 19, 1990.
93-07-02: 93-07-02 AIRBUS INDUSTRIE: Amendment 39-8534. Docket 92-NM-101-AD. Applicability: Model A310 series airplanes on which Modification 6725 has not been accomplished; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent wing tip brake valve failure, which could lead to reduced controllability of the airplane, accomplish the following: (a) Within 350 flight hours after the effective date of this AD, conduct an integrity test to detect corrosion of the wing tip brake solenoids, in accordance with Airbus Industrie Service Bulletin A310-27-2042, Revision 1, dated December 11, 1986. Thereafter, repeat the integrity test at intervals not to exceed 350 flight hours. (b) If corrosion in any wing tip brake solenoid is detected as a result of any integrity test required by paragraph (a) of this AD, prior to further flight, replace the corroded solenoid with a modified one having part number 500A00003-03. Aftersuch replacement, continue to perform integrity tests on all 8 solenoids at intervals not to exceed 350 flight hours until all 8 solenoids have been replaced with modified solenoids. (c) Installation of Modification 6725 in accordance with Airbus Industrie Service Bulletin A310-27-2046, Revision 1, dated November 24, 1989, which involves the installation of modified solenoids on all 8 solenoid valves in the wing tip brake, constitutes terminating action for the integrity testing required by paragraphs (a) and (b) of this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The integrity test and modification shall be done in accordance with the following Airbus Industrie service bulletins, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page A310-27-2042 Revision No. 1 December 11, 1986 1-2, 5-6 3-4 1 Original December 11, 1986 June 20, 1986 A310-27-2046 Revision No. 1 November 24, 1989 1 -2 3-4 1 Original November 24, 1989 February 2, 1987 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 Airbus Industrie, Airbus Support Division, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on May 10, 1993.
47-47-10: 47-47-10 REPUBLIC: (Was Mandatory Note 13 of AD-769-2.) Applies to Model RC-3 Aircraft. Compliance required prior to February 1, 1948. To prevent possible float strut failures during rough water landings, install wing reinforcing angles 17W21028, float strut brace assemblies 17W22013, spacers 17W22011 and lugs 17W22010. (Republic Service Bulletin No. 19 dated September 9, 1947, covers this same subject.)
60-17-03 R1: 60-17-03 R1 SIKORSKY: Amendment 191 as amended by Amendment 495, Amendment 747, Amendment 199, Amendment 39-1552, Amendment 39-2212, and Amendment 39-2743 is further amended by Amendment 39-6097. Applicability: All S-58 series helicopters. (Docket No. 88-ASW-49) Compliance: Required as indicated unless already accomplished. As a result of a fatigue failure of the main rotor blade spar the following must be accomplished: (a) All main rotor blade assemblies (less cuff) P/N's S1615-20100, -2, -4, -5, -6, S1615-20201-1, -2, -7, -8, -13 and -14, with 1,330 or more hours' time in service shall be removed from service before further flight. (b) An X-ray inspection covering the complete cross sectional area of the spar from the root section to the tip of the blade must be conducted for cracks, internal flaws on inclusions in the material of the spar on all main rotor blade assemblies P/N'S S1615-20100, -2, -4, -5, -6, S1615-20201-1, -2, -7, -8, -13, -14, within the following time specified: (1) All main rotor blades with 800 or more hours' time in service, prior to the next flight. (2) All main rotor blades with less than 800 hours' time in service, within the next 100 hours' time in service except no rotor blade shall exceed 800 hours' time in service before X-ray inspection is conducted. (c) Pending completion of the X-ray inspection in paragraph (b)(2), a daily visual inspection must be conducted on the spar of all blades with 500 or more hours' time in service as follows: (1) Using a magnifying glass of not less than 8-power, inspect the external surface of the spar from the root section to the tip of the blade for cracks. (2) Inspection of the upper surface of the spar must be conducted with the blade in normal static position. (3) Inspection of the lower surface of the spar must be conducted by disconnecting the pitch controls and rotating the blade 180 degrees in pitch so that the surface beinginspected is in tension due to the blades own dead weight. (d) If any cracks, internal flaws or inclusions are found in the spar material the blade must be replaced prior to further flight. (e) The service life limit specified in (a) may be extended to 3,200 hours' total time in service for S1615-20201-7, -8, and -14 main rotor blade assemblies (less cuff) and S1615-20100, -2, -4, -5, -6, S1615-20201-1, -2, and -13 main rotor blade assemblies modified to S1615-20201-7, -8, or -14 assemblies, provided the blade assemblies are inspected at the times and in the manner set forth in Sikorsky Service Bulletin No. 58B15-4K, dated July 16, 1976 or later FAA approved revisions and, if low pressure is indicated, the cause is determined and corrected before further flight in accordance with that service bulletin. NOTE: The check for black or red color indication on the pressure indicator for the main rotor blades, as specified in Part IV (Items 1 and 2) of the accomplishment instructions of Sikorsky Service Bulletin No. 58B15-4, may be accomplished by a properly trained pilot. Results of the requirements of checks must be recorded in accordance with the requirements of FAR Section 43.9. (f) Upon request an alternate means of compliance which provides an equivalent level of safety with the requirements of this AD may be used when approved by the Manager, Rotorcraft Standards Staff, Aircraft Certification Service, ASW-110, FAA, Fort Worth, Texas 76193-0110. (g) In accordance with Sections 21.197 and 21.199, the helicopter may be flown to a base where compliance may be accomplished. This amendment amends Amendment 191 (25 FR 8026), AD 60-17-03, as amended by Amendment 495 (27 FR 10117), Amendment 747 (29 FR 7668), Amendment 199 (31 FR 3064), and Amendment 39-1552 (37 FR 23711), Amendment 39-2212 (40 FR 22249), and Amendment 39-2743 (41 FR 44998) which was effective October 26, 1976. This amendment (39-6097, AD 60-17-03 R1) becomes effective February 2, 1989.