Results
2001-16-11: This amendment adopts a new airworthiness directive (AD); applicable to certain Boeing Model 737-100, -200, and -200C series airplanes; that requires a one-time inspection of the carriage spindles on the outboard midflap for circumferential score marks; and rework of the carriage spindles or replacement with new or serviceable spindles, if necessary. This action is necessary to prevent severe flap asymmetry due to fractures of both carriage spindles at an outboard midflap, which could result in loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
95-09-07: This amendment adopts a new airworthiness directive (AD) that is applicable to Robinson Helicopter Company Model R44 helicopters. This action requires removal of the push-pull tube sleeve guide assembly (sleeve guide) and replacement with a push-pull tube roller guide assembly (roller guide); and, inspections of the push-pull tube sleeves for signs of wear and replacement as necessary. This amendment is prompted by a report of an operator experiencing binding in the cyclic control system caused by torn heat-shrink material (material) on the cyclic push-pull tubes binding in the sleeve guide. The actions specified in this AD are intended to prevent binding in the cyclic control system and subsequent loss of control of the helicopter.
2008-09-08: We are superseding an existing 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: On the pre-flight check of a SZD-50-3 glider, the Right Hand (RH) wing airbrake was found impossible to retract. Investigation revealed that the occurrence was caused by a loose bolt of the "V'' shape airbrake bellcrank, named hereafter intermediate control lever. The Left Hand (LH) wing lever also presented, to a lesser extent, a loose bolt. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective June 5, 2008. As of February 1, 2008 (73 FR 3623), the Director of the Federal Register approved the incorporation by reference of Allstar PZL Glider Sp. z o. o. Service Bulletin No. BE-059/SZD-50-3/2007 "PUCHACZ,'' dated October 15, 2007, listed in this AD.
2018-18-15: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-Trent 875-17, RB211-Trent 877-17, RB211- Trent 884-17, RB211-Trent 884B-17, RB211-Trent 892-17, RB211-Trent 892B-17, and RB211-Trent 895-17 turbofan engines. This AD was prompted by low-pressure compressor (LPC) case A-frame hollow locating pins that may have reduced integrity due to incorrect heat treatment. This AD requires replacement of the LPC case A-frame hollow locating pins. We are issuing this AD to address the unsafe condition on these products.
2001-17-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, and -800 series airplanes. This action requires repetitive inspections for corrosion or cracking of the keel beam splices, and corrective action, if necessary. This action also provides an optional terminating action for the repetitive inspections. This action is necessary to find and fix corrosion or cracking of the keel beam splices, which could result in failure of the keel beam and consequent failure of the forward fuselage of the airplane. This action is intended to address the identified unsafe condition.
95-09-13: This amendment supersedes AD 93-05-03, which currently requires repetitively inspecting each fuel inlet float valve in accordance with certain test procedures on Cessna Aircraft Company (Cessna) Models T303, 402C, 404, 414A, and 421C airplanes, and replacing any valve that does not pass this test. The manufacturer has developed fuel inlet float valves of improved design, and the Federal Aviation Administration (FAA) has determined that the improved valves should be installed to reduce the number of repetitive tests currently required by AD 93-05-03. This action requires installing these fuel inlet float valves of improved design. The actions specified by this AD are intended to prevent possible loss of engine power caused by failure of a fuel inlet float valve.
84-22-01: 84-22-01 VICKERS-SLINGSBY: Amendment 39-4941. Applies to Model T65A gliders, all serial numbers certificated in any category. Compliance required as indicated. To prevent possible malfunction of the elevator, accomplish the following: 1. Within the next 10 hours time in service, after the effective date of this AD, unless already accomplished, inspect the following in accordance with Slingsby Engineering Ltd. (S.E.L.) Technical Instruction (TI) No. 104/T65, Issue 1, Section 1, dated September 22, 1982 (hereinafter referred to as TI): A. The pivot bearing (P/N 04DU04) for the elevator rocker arm assembly on top of the fin for wear, B. The glass reinforced plastic operating tongue of the elevator which projects forward into the tailplane for cracks, damage, or lack of stiffness, and, C. The tailplane center hinge pin mounting rib at the section just forward of the hinge pin for cracks and/or damage. 2. Prior to further flight: A. If wear is found in excess of 0.01 inches in the forward and aft direction as a result of the inspection of Item 1A above, repair in accordance with Section 3 of the TI described in Item 1. B. If cracks, damage or lack of stiffness are found as a result of the inspection of Item 1B above, repair in accordance with Section 2 of the TI described in Item 1. C. If cracks or damage are found as a result of the inspection of Item 1C above, replace with a new reinforced rib in accordance with Section 4 of the TI described in Item 1. 3. Within the next 100 hours time in service, if cracks or damage are not found, unless already accomplished, reinforce the elevator in accordance with Section 5 of the TI described in Item 1. 4. Alternate inspections, adjustment of the inspection interval, or other actions which provide an equivalent level of safety must be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, telephone 513.38.30 Ext. 2710. The Slingsby Engineering Ltd. (S.E.L.) Technical Instruction (TI) No. 104/T65, Issue 1, dated September 22, 1982, identified and described in this directive is 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 this document from the manufacturer may obtain copies upon request from Slingsby Engineering Limited, Ings Lane, Kirbymoorside, York Y066EZ, England. This document may also be examined at the Office of Regional Counsel, 12 New England Executive Part, Burlington, Massachusetts 01803. This amendment becomes effective November 7, 1984.
95-09-11: This amendment adopts a new airworthiness directive (AD) that applies to Schempp-Hirth Cirrus and Cirrus VTC sailplanes. This action requires modifying the airbrake actuating lever and replacing the airbrake system coupling balls. Reports of the coupling balls on the airbrake actuating lever breaking at the threaded end on several of the affected sailplanes prompted this action. The actions specified by this AD are intended to prevent airbrake system failure caused by the above condition, which, if not detected and corrected, could result in sailplane controllability problems.
2008-09-03: We are adopting a new airworthiness directive (AD) for the specified Agusta S.p.A. (Agusta) model helicopters. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority to identify and correct an unsafe condition on an aviation product. The European Aviation Safety Agency (EASA), the Technical Agent for Italy, with which we have a bilateral agreement, states in the MCAI: It has been reported, on an A109A helicopter, a case of failure of the grooved clamp fixing the engine exhaust duct, with the consequent loss of the duct. The duct has hit the main and tail rotor producing the loss of the tail rotor and the emergency landing of the helicopter. The fracture of the grooved clamp was due to excessive loads and corrosion around the attaching rivets. This AD requires actions that are intended to address this unsafe condition.
2001-16-09: This amendment supersedes an existing airworthiness directive (AD), which is applicable to all Model A320 series airplanes, that currently requires repetitive measurements of the deflection of the elevator trailing edge; inspections of the elevator servo controls and their attachments; and replacement of worn or damaged parts, if necessary. This amendment requires periodic inspection of the elevators for excessive freeplay, repair of worn parts if excessive freeplay is detected, and modification of the elevator neutral setting. It also revises the applicability to include additional airplane models. This amendment is prompted by additional reports of severe vibration in the aft cabin of Model A320 series airplanes and studies that indicate that the primary cause is excessive freeplay in the elevator attachments. The actions specified by this AD are intended to prevent excessive vibration of the elevators, which could result in reduced structural integrity and reduced controllability of the airplane.