Results
2010-16-12: We are adopting a new airworthiness directive (AD) for certain Model 777-200LR and -300ER series airplanes equipped with GE90-100 series engines. This AD requires replacing the insulation blanket fasteners of the lower aft cowl of the thrust reverser. This AD also requires inspecting the oil scavenge tube on the turbine rear frame of the engine for damage, and replacement if necessary. This AD results from a determination of insufficient clearance and subsequent interference between the oil scavenge tube on the turbine rear frame of the engine and the bolt on the aft cowl insulation blanket of the thrust reverser. We are issuing this AD to prevent damage and possible puncture of the oil scavenge tube and consequent oil loss, which could result in an in-flight shutdown of the engine.
99-23-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -300, -400, and -500 series airplanes. For certain airplanes, this AD requires installation of a transient suppression diode in the wiring circuit of the refueling valve-to-float switch of each fuel tank. For certain other airplanes, this AD requires replacement of the existing transient suppression diode with an improved diode. This AD also requires a functional test to verify proper installation of each diode, and corrective action, if necessary. This amendment is prompted by incidents of electrical fire during fueling of the airplane, due to a short circuit and overheating of a transient suppression diode. The actions specified by this AD are intended to prevent such conditions, which could result in electrical arcing and ignition of fuel vapors at the refueling receptacle for the fuel tanks, and consequent fire during airplane fueling.
58-24-01: 58-24-01 HAMILTON STANDARD: Applies to All 2H17K3, 2H17U3, 2H17AA3 and 2H17AC3 Hollow Steel Propeller Blades. Compliance required as indicated. It has been determined that 2H17K3, 2H17U3, and 2H17AA3 blades have a substantial reduction in fatigue resistance after 5,000 hours' operational time. The 2H17AC3 blades have shown no reduction in fatigue resistance at 5,400 hours' operational time, but the limited number of blades in service does not warrant continued sampling inspection. Therefore, these blades must be removed from service, as follows: 1. 2H17K3, 2H17U3, and 2H17AA3 blades when they have accumulated 5,000 operational hours. 2. 2H17AC3 blades when they have accumulated 5,400 operational hours. (Hamilton Standard Service Bulletins Nos. 305 and 559 cover this same subject.) This supersedes AD 54-23-03.
90-01-10: 90-01-10 AIRBUS INDUSTRIE: Amendment 39-6448. Docket No. 89-NM-162-AD. Applicability: All Model A300 series airplanes, Serial Number 001 through 156, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure structural integrity of the airplane, accomplish the following: A. Inspect longitudinal lap joints for cracks as follows: 1. Inspection of "special" areas, as defined in paragraph 1.C(1) of Airbus Industrie Service Bulletin A300-53-211, Revision 1, dated April 10, 1989. a. Prior to the accumulation of 24,000 landings, or within 10 days after the effective date of this AD, whichever occurs later, perform an eddy current inspection in special areas of the longitudinal lap joints, in accordance with paragraph 2.B. of the service bulletin. b. If no cracks are found, repeat this inspection at intervals not to exceed 6,000 landings. c. If a crack is detected, repair prior to further flight, in accordance with the service bulletin. 2. Inspection of "standard" areas, as defined in paragraph 1.C(2) of Airbus Industrie Service Bulletin A300-53-211, Revision 1, dated April 10, 1989. a. Prior to the accumulation of 32,000 landings, or within 10 days after the effective date of this AD, whichever occurs later, perform an eddy current inspection of the standard areas of the longitudinal lap joints, in accordance with paragraph 2.B. of the service bulletin. b. If no crack is found, repeat the inspection at intervals not to exceed: (1) 6,000 landings for longitudinal lap joints with bonded doublers; (2) 8,000 landings for longitudinal lap joints without bonded doublers. c. If a crack is found, repair prior to further flight, in accordance with the service bulletin. 3. Inspection of modified or repaired areas, as defined in Tables 1 and 2 of Airbus Industrie Service Bulletin A300-53-211, Revision 1, dated April 10, 1989. a. Prior to the accumulation of the threshold values (landings since first flight) identified in Tables 1 or 2 of the service bulletin, or within 60 days after the effective date of this AD, whichever occurs later, perform an eddy current inspection of the longitudinal lap joints in modified or repaired areas in accordance with paragraph 2.B. of the service bulletin. b. If no crack is found, repeat the inspections at intervals not to exceed 6,000 landings for each repair solution identified in Tables 1 and 2 of the service bulletin. c. If a crack is found, repair prior to further flight, in accordance with the service bulletin. B. Prior to the accumulation of 24,000 landings or 15 years since new, whichever occurs first, or within 60 days after the effective date of this AD, whichever occurs later, inspect fuselage bonded inner doublers of longitudinal lap joints in Sections 13 through 18 (except Sections 16 and 17 at Stringer 31 left-hand and right-hand) for disbonding and corrosion, in accordance with Airbus Industrie Service Bulletin A300-53-229, dated August 29, 1988, or Revision 1, dated April 10, 1989, or Revision 2, dated July 28, 1989. 1. If no disbonding or corrosion is found in areas other than Sections 13 and 14, no further action is required in those areas. 2. If disbonding or corrosion is found in Sections 13 and 14, repeat the inspections of these areas at intervals not to exceed 12,000 landings or 8 years since last inspection, whichever occurs first, in accordance with paragraph 1.B. of the service bulletin. 3. If disbonding is detected, repair prior to further flight, in accordance with the service bulletin. C. Prior to the accumulation of 24,000 landings or 12 years since new, whichever occurs first, or within 60 days after the effective date of this AD, whichever occurs later, inspect fuselage bonded inner doublers of longitudinal lap joints in Sections 16 and 17 at Stringer 31 left- hand and right-hand for disbonding and corrosion, in accordance with Airbus Industrie Service Bulletin A300-53-229, Revision 2, dated July 28, 1989. Airplanes older than 12 years must be inspected within 12 months after the effective date of this AD. 1. If no disbonding or corrosion is found, no further action is required. 2. If disbonding is detected, repair prior to further flight, in accordance with the service bulletin. 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. 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. E. 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 personsaffected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, 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 (39-6448, AD 90-01-10) becomes effective on February 5, 1990.
2021-02-08: The FAA is superseding Airworthiness Directive (AD) 2018-19- 01, which applied to all Airbus Helicopters Model AS-365N2, AS 365 N3, EC 155B, EC155B1, SA-365N1, and SA-366G1 helicopters. AD 2018-19-01 required repetitive inspections of the aft fuselage outer skin. This AD continues to require repetitive inspections and adds Model SA-365N helicopters, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by aft fuselage (baggage compartment area) outer skin disbonding and a determination that Model SA-365N helicopters are also affected by the unsafe condition identified in AD 2018-19-01. The FAA is issuing this AD to address the unsafe condition on these products.
99-24-01: Emergency Fuel Shutoff Cable
2014-08-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a determination that for certain slat system failure cases, the resulting slat skew could lead to failure of the slat system. This AD requires replacing certain locking plates with certain anti-migration assemblies on certain left and right wing slats. We are issuing this AD to prevent failure of the eccentric pins at the slat track attachment, and slat panels consequently disconnecting from the wing, leading to the loss of the airplane.
2014-07-06: We are superseding airworthiness directive (AD) 2007-19-09R1 for all Turbomeca S.A. Arriel 2B1 turboshaft engines that do not have modification TU157 incorporated. AD 2007-19-09R1 required replacement of the hydromechanical metering unit (HMU) with a serviceable HMU. This AD requires HMU replacement; reduction of the compliance interval; and inclusion of the power turbine C2 cycle consumption rate when determining compliance times. This AD was prompted by reports of ruptures on HMU constant delta pressure valves that have less than 2,000 hours in service. We are issuing this AD to prevent failure of the HMU, which could lead to damage to the engine, and damage to the aircraft.
99-23-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that requires a modification of the reverse thrust lever assemblies and replacement of the spring bumper assemblies of the thrust reverser sleeves with new assemblies. This amendment is prompted by an FAA review of the thrust reverser system on all transport category airplanes including the Boeing Model 757 series airplane. The actions specified by this AD are intended to prevent operation with an energized sync lock or malfunctioning sleeve locking devices, which could result in the deployment of a thrust reverser in flight and subsequent reduced controllability of the airplane.
99-23-05: This amendment adopts a new airworthiness directive (AD), applicable to all Bombardier Model DHC-8-101, -102, -103, -106, -201, -202, -301, -311, and -315 series airplanes, that requires repetitive detailed visual inspections and high frequency eddy current inspections to detect cracking of the wing upper skin and ladder plates at over wing access panels between certain stations; and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracking of the wing ladder plates, which, if not corrected, could reduce the structural integrity of the wing.
2022-18-03: The FAA is superseding Airworthiness Directive (AD) 2022-05- 13, which applied to certain Honda Aircraft Company LLC (Honda) Model HA-420 airplanes. AD 2022-05-13 required incorporating temporary revisions into the airplane flight manual (AFM) and the quick reference handbook (QRH) that modify procedures for windshield heat operation until the affected windshield assemblies are replaced. This AD was prompted by typographical errors found in certain document numbers specified in the preamble and in certain paragraphs of the regulatory information in AD 2022-05-13. This AD retains all actions required by AD 2022-05-13 and corrects the incorrect document numbers. The FAA is issuing this AD to address the unsafe condition on these products.
2014-06-05: We are superseding airworthiness directive (AD) 2007-03-02 for all Rolls-Royce Deutschland (RRD) Tay 620-15, Tay 650-15, and Tay 651- 54 turbofan engines. AD 2007-03-02 required an ultrasonic inspection (UI) of low-pressure (LP) compressor fan blades for cracks on certain serial number (S/N) Tay 650-15 engines. AD 2007-03-02 also required, for all Tay 611-8, 620-15, Tay 650-15, and Tay 651-54 engines, initial and repetitive UIs of LP compressor fan blades. AD 2007-03-02 also required, for Tay 650-15 and Tay 651-54 engines, UIs of LP compressor fan blades whenever the blade set is removed from one engine and installed on a different engine. This AD requires additional inspections for the affected engines and removal of the Tay 611-8 engine from the applicability. This AD was prompted by a report of an additional engine failure due to multiple fan blade separation. We are issuing this AD to prevent failure of the LP compressor fan blade, engine failure, and damage to the airplane.
99-23-13: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 727-200 series airplanes, that requires repetitive inspections to detect cracks in certain areas between the upper and lower sills of the number 1 cargo door, and repair, if necessary. This amendment is prompted by reports indicating that fatigue cracks were found in certain structures adjacent to the number 1 cargo door cutout at the forward and aft doorway frames. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
99-23-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes, and C-9 (military) airplanes, that requires a one-time general visual inspection to detect certain discrepancies in the wiring of the fuel quantity indicating system (FQIS) in the forward cargo compartment; and corrective actions, if necessary. This amendment is prompted by a report indicating that several discrepancies were found in the wiring of the FQIS due to maintenance or alteration practices. The actions specified by this AD are intended to prevent excessive electrical energy from entering the fuel tanks through the FQIS wiring, which could result in a potential ignition source in the fuel tanks.
87-04-03: 87-04-03 MITSUBISHI: Amendment 39-5527. Applies to Models MU-2B, MU-2B-10, MU-2B-15, MU-2B-20, MU-2B-25, MU-2B-26, MU-2B-26A, MU-2B-30, MU-2B-35, MU-2B- 36, MU-2B-36A, MU-2B-40, MU-2B-60 airplanes (Serial Numbers (S/Ns) 008 through 457 inclusive (incl.), 501 through 799 incl., 1501 through 1566 incl. with or without the SA suffix), certificated in any category. (Serial numbers with "SA" suffix designate those MU-2B airplanes certificated in the United States of America under Type Certificate (TC) A10SW, and those serial numbers without "SA" suffix designate those MU-2B airplanes certificated in Japan under TC A2PC.) Compliance: Required as indicated in the body of the AD, unless previously accomplished. To preclude failure of flap flexible shaft Part Numbers (P/N) RY25-1, or 8022Y-OC- 97.00, or 8022Y-OC-97.50, or 035A-961001-3, and potential differential flap operation, accomplish the following: (a) For flap flexible shafts: (1) With less than 1,000 hours of time-in-service (TIS) on the effective date of this AD: (i) Within the next 100 hours of TIS, seal the fitting and the connection area of the flap flexible shaft in accordance with "INSTRUCTIONS" of MHI MU-2 Service Bulletin (S/B) No. 198 dated February 13, 1985, or "ACCOMPLISHMENT INSTRUCTIONS" of MAI MU-2 S/B SB051/27-007 dated February 1, 1985, as applicable. (ii) Prior to the accumulation of 1,100 hours total TIS of the flap flexible shaft, perform torque inspection of the flap flexible shaft in accordance with the MHI MU-2 S/B No. 198, or MAI MU-2 S/B SB051/27-007, as applicable. (A) If the torque value is less than 1.2 in-lbs (1.4 kg-cm) or less, in both clockwise and counter clockwise rotation, seal the flexible shaft in accordance with "INSTRUCTIONS" OF MHI MU-2 S/B NO. 198 or "ACCOMPLISHMENT INSTRUCTIONS" of MAU MU-2 S/B SB051/27-007, as applicable and return the airplane to service. (B) If the torque value is greater than 1.2 in-lbs (1.4 kg-cm) in any direction of rotation, before further flight, remove flap flexible shaft and replace this shaft with a serviceable shaft, P/N 8022Y-OC-97.00, or 8022Y-OC-97.50 or 035A-961001-3 or FAA approved equivalent, in accordance with paragraph (b) of this AD, and return the airplane to service. (2) With 1,000 or more hours of TIS on the effective date of this AD: Within 100 additional hours TIS perform the torque inspection in accordance with MHI MU-2 S/B No. 198, or MAI MU-2 S/B SB051/27-007, as applicable. (i) If the torque value is 1.2 in-lbs (1.4 kg-cm) or less, in both clockwise and counter clockwise rotation, seal the flexible shaft in accordance with "INSTRUCTIONS" of MHI MU-2 S/B No. 198 or "ACCOMPLISHMENT INSTRUCTIONS" of MAI MU-2B S/B SB051/27-007, as applicable and return the airplane to service. (ii) If the torque value is greater than 1.2 in-lbs (1.4 kg-cm) in any direction of rotation, before further flight, remove flap flexible shaft and replace this shaft with a serviceable shaft, P/N 8022Y-OC-97.00, or 8022Y-OC-97.50 or 035A-961001-3 or FAA approved equivalent, in accordance with paragraph (b) of this AD, and return the airplane to service. (b) Prior to installing a serviceable replacement flexible shaft, seal the part in accordance with MHI MU-2 S/B No. 198 or MAI MU-2 S/B SB051/27-007, as applicable. (c) Within 100 hours of TIS after the effective date of this AD, remove and do not reinstall the clamp at W.S. 2590 and ensure that the flap flexible shaft is installed so as to establish that no bend radius throughout the length of the shaft between Wing Station (W.S.) 2370 and W.S. 2910 is less than 8.7 inches (220 millimeters). (d) Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to ferry aircraft to a maintenance base in order to comply with the requirements of this AD. (e) An equivalent method of compliance with this AD may be used on the MHI airplanes, if approved by the Manager, Western Aircraft Certification Office, ANM-170W, Federal Aviation Administration, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007, and on the MAI airplanes, if approved by the Manager, FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Mitsubishi Heavy Industries, Ltd., 10, Oye-Cho, Minato-ku, Nagoya, Japan or Beech Aircraft Corporation, 9709 East Central, P.O. Box 85, Wichita, Kansas 67201, Attention: Manager, Publications; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment supersedes AD 74-11-02 (Amendment 39-1846 (39 FR 17220) as amended by Amendment 39-2269 (40 FR 30464)) and AD 75-02-01 (Amendment 39-2059 (39 FR 44740) as amendment by Amendment 39-2269 (40 FR 30464). This amendment becomes effective March 7, 1987.
85-22-11 R1: 85-22-11 R1 GLASFLUGEL: Amendment 39-5291. Applies to "Standard Libelle" and "Standard Libelle-201B" (aircraft serial numbers 1 through 476), and H301 and H301B "Libelle" (all aircraft serial numbers) gliders. Compliance is required as indicated unless already accomplished. To prevent fatigue failure of the elevator linkage in the area of the welded seam at the base of the control stick which could result in loss of elevator control, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 10 hours time in service after the last inspection, unless compliance with paragraph (c) is already accomplished, visually inspect the elevator linkage, part number (P/N) 301-41-3/2, by means of a magnifying glass of at least 5 times magnification for cracks in the area of the welded seam at the base of the control stick. (b) If a crack is found during the inspection required by paragraph (a) of this AD, before further flight, replace elevator linkage, P/N 301-41-3/2, with a serviceable part. (c) Within the next 50 hours time in service after the effective date of this AD, but no later than July 1, 1986, replace the elevator linkage, P/N 301-41-3/2, with P/N 301-41-4/2, in accordance with Glasflugel Technical Notes Nos. 201-22, dated July 29, 1980, for Models "Standard Libelle" and "Standard Libelle-201B", and 301-31, dated July 29, 1980, for Models H 301 and H301B "Libelle" gliders, or an FAA-approved equivalent. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de la Loi B-1040 Brussels, Belgium, telephone 513.38.30 ext. 2710. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, may adjust the compliance time specified in this AD. Glasflugel Technical Notes Nos. 201-22 and 301-31, dated July 29, 1980, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a) (1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Mr. Hansjoerg Streifender, Bruelstrasse 12, 7318 Lenningen 2, Federal Republic of Germany. These documents also may be examined at Regional Counsel, ANE-7, FAA New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective May 6, 1986, as to all persons except those persons to whom it was made immediately effective by priority letters AD No. 85-22-11 and 85-22-11R1, issued October 30 and December 31, 1985, respectively, which contained this amendment.
2014-06-10: We are superseding Airworthiness Directive (AD) 2010-23-12 for certain Airbus Model A330 and Model A340 series airplanes. AD 2010-23- 12 required inspecting to determine the part number for Thales Avionics Angle of Attack (AoA) probes, and replacing any affected probe with a serviceable probe. This new AD adds airplanes to the applicability and, for certain airplanes, requires that those affected probes be replaced. This AD was prompted by reports that the AoA sensors on certain airplanes were modified and re-identified without performing the inspection to determine the part number; therefore, the affected probes were not replaced with serviceable probes. We are issuing this AD to prevent erroneous AoA information and consequent delayed activation or non-activation of the AoA protection systems, which, in combination with flight at a high angle of attack, could result in reduced controllability of the airplane.
2010-16-13: 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: Surface defects were visually detected on the rudder of an [Airbus] A319 and an A321 in-service aeroplane. Investigation has determined that the defects reported on both rudders corresponded to areas that had been reworked in production. The investigation confirmed that the defects were the result of de-bonding between the skin and honeycomb core. Such reworks were also performed on some rudders fitted on A310 and A300-600 aeroplanes. An extended de-bonding, if not detected and corrected, may degrade the structural integrity of the rudder. The loss of the rudder leads to degradation of the handling qualities and reduces the controllability of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
73-14-07: 73-14-07 GRUMMAN AMERICAN AVIATION CORPORATION (GAAC): Amendment 39-1684 as amended by Amendment 39-1970. Applies to all G-159 airplanes, and to G-1159 airplanes, Serial Numbers 1 through 129 and 775, certificated in all categories. Compliance required as indicated. To detect fuselage aft section pressure dome cracks and prevent further cracking, accomplish the following: (a) Within 200 hours time in service after the effective date of this AD or 90 days, whichever is the sooner, unless already accomplished, permanently remove all interior lining attachments other than fabric, carpeting, etc., from the fuselage aft section pressure dome assembly, Part No. 1159B21372 (G-1159), Part No. 159B10252 (G-159) and inspect for cracks in accordance with GAAC Customer Bulletins 167 (G-1159) or 240 (G-159), dated June 18, 1973 or later FAA approved revisions placing emphasis on those areas as defined in paragraph (b). (b) Mark the exact location on the dome and record the geometric configuration of items removed in accordance with paragraph (a), noting the location of any discontinuities, particularly in radially running attachment strips. The FAA would appreciate receiving sketches and descriptive data of both the attachment location and geometric configurations. Sketches and descriptive data may be sent to the Chief, Engineering and Manufacturing Branch, Southern Region, P. O. Box 20636, Atlanta, Georgia 30320. (c) For aircraft found to have no attachments on the dome, no further action is required. (d) For aircraft having attachments, reinspect for cracks at intervals not to exceed 400 landings (G-1159) or 4000 landings (G-159), since the last inspection, in accordance with GAAC Customer Bulletins 167 (G-1159) or 240 (G-159). (e) Repair all cracks detected during the inspections conducted in accordance with (a) or (d). Repair in accordance with GAAC Customer Bulletins 167 (G-1159) or 240 (G-159), before further flight. (f) For the purpose of complying with paragraph (d) of this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hour's time in service by the operator's fleet average time from takeoff to landing for the airplane type. (g) Airplanes having cracked domes may be flown to a base for repairs in accordance with FAR 21.197 either: (1) Unpressurized, or (2) With limited pressurization with the concurrence of the FAA, Chief, Engineering and Manufacturing Branch, Southern Region. Amendment 39-1684 became effective July 16, 1973. This Amendment 39-1970 becomes effective September 30, 1974.
99-23-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Eurocopter France Model SA330F, G, J, and AS332C, L, and L1 helicopters. This action requires inserting statements into the Limitations section of the Rotorcraft Flight Manual (RFM) prohibiting flight under certain atmospheric conditions. This amendment is prompted by one incident in which a Multi-Purpose Air Intake (MPAI) inlet seal deflated after the P2 air system line, which feeds the seal, clogged due to the formation of ice. The actions specified in this AD are intended to prevent clogging of the MPAI seal P2 air system line due to ice formation, which could result in deflation of the MPAI seal, loss of engine power, and subsequent loss of control of the helicopter.
2014-06-03: We are adopting a new airworthiness directive (AD) for British Aerospace Regional Aircraft Jetstream Series 3101 and Jetstream Model 3201 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as stress corrosion cracking of the main landing gear yoke pintle housing on a Jetstream series 3100 airplane. We are issuing this AD to require actions to address the unsafe condition on these products.
99-22-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and 340B series airplanes, that requires removal of certain main landing gear downlock and brake hydraulic swivel brackets and replacement with new, redesigned brackets. 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 failure of the downlock or brake swivels. Brake swivel failure could cause the loss of inboard or outboard brakes. Downlock swivel failure could cause the loss of hydraulic fluid in the main hydraulic system, as well as the loss of nose wheel steering operation, extension and retraction capability of landing gear and flaps, and operation of the propeller brake (if installed).
91-19-01: 91-19-01 CANADAIR, LTD.: Amendment 39-8026. Docket No. 91-NM-161-AD. Applicability: Model CL-600-1A11 series airplanes, serial numbers 1004 through 1085; Model CL-600-2A12 series airplanes, serial numbers 3001 through 3066; and Model CL-600-2B16 series airplanes, serial numbers 5001 through 5098; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of emergency power to the essential bus when the air driven generator (ADG) is deployed, accomplish the following: (a) Within 25 hours time-in-service after the effective date of this AD, inspect the ADG wiring harness to detect chafing, in accordance with Canadair Service Bulletin A600-0612 (for Model CL-600-1A11 series airplanes), dated April 24, 1991, or Canadair Service Bulletin A601-0370 (for Model CL-600-2A12 and CL-600-2B16 series airplanes), dated April 24, 1991. If chafing is found, prior to further flight, repair in accordance with the applicable service bulletin previously described. (b) Within 60 days after the effective date of this AD, modify the ADG harness installation in accordance with Canadair Service Bulletin A600-0612 (for Model CL-600-1A11 series airplanes), dated April 24, 1991, or Canadair Service Bulletin A601-0370 (for Model CL- 600-2A12 and CL-600-2B16 series airplanes), dated April 24, 1991. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, ANE-170, FAA, Engine and Propeller Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, New York Aircraft Certification Office, ANE-170. (d) 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 thisAD. (e) The inspection, repair, and modification requirements shall be done in accordance with Canadair Service Bulletin A600-0612 (for Model CL-600-1A11 series airplanes), dated April 24, 1991, or Canadair Service Bulletin A601-0370 (for Model CL-600-2A12 and CL-600-2B16 series airplanes), dated April 24, 1991. 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 Bombardier, Inc., Canadair, Aerospace Group, P.O. Box 6087, Station A, Montreal, Quebec, Canada H3C 3G9. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8026, AD 91-19-01) becomes effective on September 24, 1991.
2014-05-10: We are superseding Airworthiness Directive (AD) 2012-25-04 for Eurocopter France Model AS350B3 helicopters with a certain modification (MOD) installed. AD 2012-25-04 required installing two placards and revising the Rotorcraft Flight Manual (RFM). AD 2012-25-04 also required certain checks and inspecting and replacing, if necessary, all four laminated half-bearings (bearings). This new AD retains the previous AD requirements, requires certain modifications which would be terminating action for the airspeed limitations, and adds certain helicopter models to the bearing inspection with a different inspection interval. These actions are intended to prevent vibration due to a failed bearing, failure of the tail rotor, and subsequent loss of control of the helicopter.
2006-04-07: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ airplanes, that requires installation of a linear fluid- filled damper between each elevator surface and the airplane structure on both the left and right sides of the airplane, along with related structural and system modifications. The actions specified by this AD are intended to prevent pitch oscillation (vertical bouncing) of the fuselage due to excessive ice buildup on the elevator servo tab, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.