Results
2009-02-08: The FAA is superseding an existing airworthiness directive (AD) for Turbomeca Turmo IV A and IV C series turboshaft engines. That AD is applicable to engines with oil-tank-to-oil-cooler flexible lubrication pipes, part number (P/N) 0 249 92 813 0 or P/N 0 249 92 916 0, installed. That AD currently requires identifying, inspecting, and replacing affected flexible lubrication pipes manufactured after April 1, 2003. That AD also requires initial and repetitive borescope inspections of affected pipes, visual inspections for oil leakage, and visual inspections of the oil filter. That AD also requires that if both engines on the same helicopter each have an affected pipe, replacing one of the affected pipes before further flight. This AD does not contain that requirement. This AD requires the same inspections as the superseded AD and adds inspection of oil-pump-to-intermediate- bearing flexible lubricating pipe, P/N 0 249 92 808 0. This AD also requires all remaining affected flexible lubrication pipes, P/N 0 249 92 813 0, P/N 0 249 92 916 0, and P/N 0 249 92 808 to be replaced as terminating action to the repetitive inspections for those affected pipes. This AD results from additional shutdowns caused by pipes, P/N 0 249 92 808 0, and the introduction of Turbomeca Modifications TU 231 and TU 233 that replace pipes, P/N 0 249 92 813 0, P/N 0 249 92 916 0, and P/N 0 249 92 808. We are issuing this AD to prevent helicopter engine in-flight shutdown of one or both engines resulting in an emergency auto-rotation landing or accident.
87-17-08: 87-17-08 SHORT BROTHERS PLC: Amendment 39-5712. Applies to Model SD3-60 airplanes, serial numbers SH3601 through SH3678, certificated in any category. Compliance required as indicated, unless previously accomplished. To ensure that failure of the fuel purge valve cannot result in fuel ingress into the main cabin, accomplish the following: A. Within 90 days after the effective date of this AD, apply sealant to the fuselage top skin in accordance with the "Accomplishment Instructions," of Short Service Bulletin SD360- 53-22, Revision 1, dated April 1986. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. 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 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, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. 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 22, 1987.
2008-25-05: The FAA is superseding an existing airworthiness directive (AD), which applies to all McDonnell Douglas Model DC-8 airplanes. That AD currently requires, among other things, revision of an existing program of structural inspections. This new AD requires implementation of a revised program of structural inspections of baseline structure to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This new AD also reduces the inspection threshold for certain principal structural elements. This AD results from a significant number of these airplanes approaching or exceeding the design service goal on which the initial type certification approval was predicated. We are issuing this AD to detect and correct fatigue cracking that could compromise the structural integrity of these airplanes.
88-23-03: 88-23-03 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-6249. Final copy of priority letter AD. Applicability: All BHTI Model 206A, 206B, 206B-1, 206L, 206L-1, and 206L-3 helicopters certificated in any category, with tail rotor yoke assembly, P/N 206-011-819-101, identified with the following serial numbers: A - 2009 A - 2010 A - 2023 A - 2070 A - 2073 A - 2077 A - 2078 A - 2079 A - 2084 A - 2087 A - 2133 A - 2144 A - 2150 A - 2167 A - 2173 A - 2189 A - 2195 A - 2198 A - 2203 A - 2213 A - 2219 A - 2221 A - 2223 A - 2227 A - 2229 A - 2234 A - 226 A - 2243 A - 2262 Compliance: Required as indicated, unless already accomplished. To prevent the failure of the tail rotor yoke assembly, loss of the tail rotor blade, and subsequent loss of control of the helicopter, accomplish the following: (a) Before further flight, inspect the aircraft to determine the part number and serial number of the installed tail rotor yoke assembly. If P/N 206-011-819-101 with a serial number listed above is installed on the helicopter, remove and replace the assembly with an airworthy yoke assembly. (b) An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, Rotorcraft Directorate, Aircraft Certification Service, FAA, Southwest Region. (c) In accordance with FAR 21.197 and 21.199, flight is permitted to a base where removal and replacement of the affected tail rotor yoke required by this AD may be accomplished. This amendment (39-6249, AD 88-23-03) becomes effective on July 25, 1989, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 88-23-03, issued November 15, 1988, which contained this amendment.
2008-26-08: 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: Several landing gear emergency extension valves have been found seized * * *. This condition, if not corrected, could result in malfunctioning of the landing gear release during an operational emergency. * * * * * This malfunction could cause failure of the landing gear to extend and lock in the extended position, which could result in a gear up landing and reduced controllability of the airplane on the ground. We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-26-05: 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: Occurrence of cracks in the exhaust muffler in the area of the exhaust bottom and exhaust flange were reported, which could lead to toxic contamination inside the cabin. We are issuing this AD to require actions to correct the unsafe condition on these products, which could result in carbon monoxide contamination in the cockpit, which can adversely affect the pilot, and possibly result in loss of control of the aircraft.
85-03-02: 85-03-02 ROLLADEN-SCHNEIDER FLUGZEUGBAU GmbH: Amendment 39-4996. Applies to Models LS4 and LS4a sailplanes, serial numbers up to 4340 inclusive, certificated in any category. Compliance is required prior to further flight, after the effective date of this AD, unless already accomplished. To prevent possible jamming of lower air brake blade, accomplish the following: (a) Assemble the sailplane. (b) With air brakes fully extended, measure overlap between the bottom edge of the lower blade of the air brake and wing skin lip. If the distance is less than five millimeters (0.2 inches), proceed according to subparagraph (c) below. If distance is greater than five millimeters, no further action is required. (c) (1) Retract air brakes until the overlap distance is at least five millimeters (0.2 inches) at both wing positions. (2) Measure extended height of the air brake at the inboard edge. If the distance is less than 150 millimeters (5.91 inches) contactthe manufacturer and incorporate any necessary modifications. (3) Install stop fitting P/N 4R6-15, using steel blind rivet (4mm dia. x 10mm lg.) on air brake pushrod in cockpit such that main bulkhead reduces travel to yield minimum overlap specified in paragraph (b). NOTE: Rolladen-Schneider TB No. 4020, dated September 1, 1983, applies to this AD. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium 09667-1011; telephone 513.38.30. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) 21.197 and 21.199 to a base where the AD can be accomplished. This amendment becomes effective on February 25, 1985.
2008-24-12: 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: During scheduled maintenance inspection, a bolt which connects the PCU (power control unit) to the elevator surface was found fractured in the assembly. Further inspection of the assembly revealed that the bearing on the PCU rod end had seized, which resulted in damage to the attachment fitting bushing and fracture of the bolt. Inspection of other in-service airplanes revealed two more seized PCU attachment joints. However, except seizure, no fractured bolt was found on these airplanes. Failure of the bolts in both PCUs on one side could result in disconnection of the elevator control surface which would lead to flutter and loss of the aircraft. * * ** * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2008-24-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800 and -900 series airplanes. This AD requires an inspection of the escape slides for the forward and aft entry and service doors to determine the part number and service bulletin number stenciled on the escape slide girt, and modification of the escape slide assemblies. This AD also requires concurrent modification of the escape slide latch assemblies; concurrent inspection of the escape slides to determine the part number and service bulletin number stenciled on the escape slide girts, and replacement of the trigger housing on the regulator valve with an improved trigger housing if necessary; and concurrent replacement of the rod in the pilot valve regulator with a new, improved rod; as applicable. This AD results from reports that certain escape slides did not automatically inflate when deployed or after the manual inflation cable was pulled. We are issuing this AD to preventfailure of an escape slide to inflate when deployed, which could result in the slide being unusable during an emergency evacuation and consequent injury to passengers or crewmembers.
83-26-03: 83-26-03 BF GOODRICH: Amendment 39-4811. Applies to the following aircraft tires: \n\n\t1.\t17.5x5.75-8, 12PR, 210MPH, P/N 038-627, S/N 3224A-XXXXX, and \n\n\t2.\t18x5.5, 10PR, 210MPH, P/N 033-631, S/N 3215A-XXXXX through 3217A-XXXXX. \n\n\tThese tires are eligible for, but not limited to use on, all Gates Learjet models and Fairchild Swearingen Model SA226-TC airplanes. \n\n\tCompliance: Required prior to next takeoff, unless already accomplished. \n\n\tTo avoid tread loss and possible subsequent tire failure, accomplish the following: \n\n\tRemove the applicable part number and serial number BF Goodrich tires from the aircraft and either destroy them or return them to BF Goodrich for destruction. Cutting the tire carcass is an approved means of destruction. \n\n\tNOTE: The serial numbers of the tires are interpreted as follows: \n\n\n\n\t\n\tThis amendment becomes effective on February 21, 1984, to all persons except those to whom it has already been made effective by priority letter from the FAA dated December 23, 1983, and is identified as AD 83-26-03.