Results
2000-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 and 767 series airplanes, that requires repetitive functional tests of the directional pilot valve (DPV) of the thrust reversers to detect pneumatic leakage, and corrective action, if necessary. This amendment is prompted by a report of a latent failure mode of the fail-safe features of the thrust reverser system identified as possible leakage of the DPV that is due to a poppet being jammed slightly open or a leaking o-ring. The actions specified by this AD are intended to ensure the integrity of the fail-safe features of the thrust reverser system by preventing possible failure modes, which could result in inadvertent deployment of a thrust reverser during flight, and consequent reduced controllability of the airplane.
79-02-06: 79-02-06 CESSNA: Amendment 39-3395. Applies to Cessna Model 152 (Serial Numbers 15279406 through 15282919) and Model A152 (Serial Numbers A1520735 through A1520845) airplanes having Cessna original equipment type exhaust systems installed. COMPLIANCE: Required as indicated unless already accomplished. To preclude contamination of cabin heater air with carbon monoxide, accomplish the following: A) Before next flight, except that the airplane may be flown with the cabin heat in the "OFF" position to a location where this inspection may be accomplished: 1. Unless previously accomplished per AD 78-21-01, visually inspect the clearance between the exhaust pipe and cowl opening. Minimum clearance must be .375 inch in the fore and aft direction and .625 inch in the lateral direction with a smooth transition between. Enlarge cowl opening as required to obtain this clearance. 2. Visually inspect the interior of the heater muffler, through the tailpipe, for the presence of a perforated baffle system using a flashlight or other aid to illuminate the interior of the heater muffler. If no baffle system is present, the heater muffler is acceptable and the further inspections and actions required by paragraph A)3 of this AD are not required. If an internal baffle system is present, remove the cowling to gain access to the exhaust system. Determine whether the exhaust system is a KMR Industries Part Number 1-1000, or an Alternate Elano Part Number EL099001-060 by examination of the nameplate which is located between the hose connections on the aft side of the heater shroud on the KMR system or comparison of the exhaust system configuration with those depicted in Figures 64 and 65 of the Model 152 and A152 Illustrated Parts Catalog. If the system is the Alternate Elano system, the present heater muffler is acceptable and the further inspections and actions specified in paragraph A)3 of this AD are not required. 3. If the exhaust system is a KMR Industries assembly: a) Prior to further flight, safety wire the cabin heat valve control arm in the closed position by securing it to the engine mount using .032 diameter safety wire. b) Within the next 10 hours time-in-service and within each 50 hours time-in-service thereafter: 1. Remove the engine cowling and the KMR Industries heat exchanger shroud. 2. Using a 5-power, or greater, magnifying glass, visually inspect the heater muffler can for any cracks around the tailpipe and along the three lines of spot welds on the surface of the heat exchanger can itself. 3. If the heater muffler can is found cracked, prior to next flight: (i) Replace it with a heater muffler having a serial number 4000 or above; or (ii) Repair and reinstall heater mufflers having cracked or completely pulled-through spot welds and/or closed cracks that do not extend under the end plates and do not exceed 3 inches continuous length, by heli-arc weldingin accordance with the following: 1. Use rod material compatible with titanium stabilized 321 stainless steel. 2. It is not necessary to reattach the can to the baffle at pulled-through spot welds if the can and baffle are separated. In this case, it is only necessary to close the hole or crack in the can at the spot weld location. 3. Disconnect the hose between the heat exchanger shroud and the firewall cabin heat valve at the cabin heat valve and safety wire it to the engine mount tube so that 1.5 inches of the hose extends below the fuselage through the cowl air exit hole and to the right of the nose gear. Install the hose clamp on the valve end of the hose so that it grips the wire supported section of the hose. Route the safety wire between the clamp and the hose to secure the clamp and hose to the engine mount. 4. After installation of a new KMR Industries heater muffler having a serial number 4000 or above, obliterate the existing exhaust system serial number located on the nameplate attached to the shroud. B) Upon installation of a KMR Industries heater muffler can having a serial number 4000 or above and incorporation of a dam in the heat exchanger shroud in accordance with Cessna Service Kit 152-3, the cabin heat system may be reactivated and the inspection required by Paragraph A)3.b) discontinued. NOTE: (The serial number will be stamped on a flange of the replacement heat exchanger can.) C) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Cessna Service Letter SE78-71 dated December 1, 1978, or later revisions, pertains to this subject. This AD supersedes AD 78-21-01 which became effective October 6, 1978 (43 FR 49298, 49299) to all persons except those to whom it had already been made effective by airmail letter from the FAA dated September 18, 1978. This amendment becomes effective on January 25, 1979 to all persons except those to whom it has already been made effective by airmail letter from the FAA dated December 1, 1978.
2015-22-04: We are adopting a new airworthiness directive (AD) for all Fiberglas-Technik Rudolf Lindner GmbH & Co. KG Models G103 TWIN ASTIR, G103 TWIN II, and G103A TWIN II ACRO gliders. 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 a broken bell-crank installed in the air brake control system. We are issuing this AD to require actions to address the unsafe condition on these products.
91-04-05: 91-04-05 BRITISH AEROSPACE: Amendment 39-6889. Docket No. 90-NM-235-AD. Applicability: Model ATP series airplanes, Serial Numbers 2002 through 2018, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the loss of all DC electrical power, accomplish the following: A. Within 60 days after the effective date of this AD, disconnect the stall warning contoured airframe heaters from the essential 28V DC busbars and reconnect them to the nonessential busbars, in accordance with the Accomplishment Instructions in British Aerospace Service Bulletin ATP-27-18, Revision 1, dated January 31, 1990. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington 98055-4056. This amendment (39-6889, AD 91-04-05) becomes effective on March 18, 1991.
2015-17-21: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-535E4-37, RB211-535E4-B-37, and RB211-535E4- C-37 turbofan engines. This AD requires reducing the cyclic life limits for certain high-pressure turbine (HPT) disks, removing those disks that have exceeded the new life limit, and replacing them with serviceable parts. This AD was prompted by RR updating the life limits for certain HPT disks. We are issuing this AD to prevent failure of the HPT disk, which could result in uncontained disk release, damage to the engine, and damage to the airplane.
2000-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 767-200, -300, and -300F series airplanes. This action requires a functional check of the shear rivets in all six elevator power control actuator (PCA) bellcrank assemblies to determine the condition of the shear rivets, and replacement or rework of the bellcrank assemblies, if necessary. This action is necessary to detect and correct any failed or partially yielded shear rivets of the elevator PCA bellcrank assemblies. Failure of two bellcrank assemblies on one side can result in that single elevator surface moving to a hardover position independent of pilot command resulting in a significant pitch upset recoverable by the crew. Failure of three bellcrank assemblies on one side may result in loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
79-19-12: 79-19-12 CESSNA: Amendment 39-3574. Applies to Model 441 (Serial Numbers 441-0001 through 441-0109) airplanes. COMPLIANCE: Required as indicated unless already accomplished. To preclude an unplanned engine stoppage, accomplish the following: A) Prior to the next flight 1) Rewire the engine control wiring in accordance with the instructions provided by Cessna Propjet Service Information Letter PJ79-27, dated July 30, 1979. 2) Temporarily insert the following procedures, which supersede the existing procedures of the same subject in Section 4 of Revision 6 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, and operate the airplane in accordance with these insertions: GROUND OPERATIONS ENGINE CLEARING PROCEDURE Natural draining of fuel and fuel vapors from the engine will occur by allowing the engine to remain static for a minimum of three minutes. If a motoring procedure is preferred: 1. Battery Switch - ON.2. Engine Stop Button - PUSH momentarily to close electric fuel shutoff. 3. Ignition Override Switch - CHECK OFF. 4. Propeller - CLEAR and on start locks. CAUTION: Use of the Starter Motor Switch prior to pushing the engine stop button will result in unwanted fuel in the engine and a possible engine start-up. Ensure that fuel and ignition are shut off prior to activating the Starter Motor Switch. 5. Starter Motor Switch - LIFT cover guard and hold switch in desired position until engine reaches 15% RPM. 6. Battery Switch - OFF. NOTE: Do not attempt a restart until EGT is less than 200 degrees C. Do not exceed starter duty cycle presented in Section 2. INFLIGHT ENGINE CLEARING PROCEDURE NOTE: The STARTER MOTOR switch is deactivated in flight. Engine rotation is accomplished through use of the unfeathering pump switch. Natural draining of fuel and fuel vapors from the engine will occur by allowing the engine to remain static for a minimum of 30 seconds. 1. Engine Stop Button - PUSH momentarily to close electric fuel shutoff. 2. Ignition Override Switch - CHECK OFF. 3. Condition Lever - TAKEOFF, CLIMB AND LANDING. CAUTION: Use of the Unfeathering Pump Switch prior to pushing the engine stop button will result in unwanted fuel in the engine and a possible engine start-up. Ensure that fuel and ignition are shut off prior to activating the Unfeathering Pump Switch. Do not allow the engine to continuously NTS between 18% and 28% RPM. 4. Unfeathering Pump Switch - ACTUATE and hold until 10% to 15% RPM is achieved. 5. Condition Lever - EMER. SHUTOFF. NOTE: Do not attempt a restart until EGT is less than 200 degrees C. NOTE: This Airworthiness Directive, or a duplicate thereof may be used as a temporary amendment to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual and carried in the aircraft as a part of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual until replaced by a permanent copy of Revision 7, dated August 7, 1979, to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, which is attached to Cessna Propjet Service Information Letter PJ79-24, dated August 7, 1979. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This amendment becomes effective October 1, 1979.
82-16-06: 82-16-06 BELL HELICOPTER TEXTRON: Amendment 39-4422. Applies to Model 222 series helicopters certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracks and to prevent growth of voids and possible loss of main rotor spar doublers, accomplish the following: a. Within the next 10 hours' time in service after the effective date of this AD, (1) Inspect the main rotor center spar doubler scarf joint for doubler debond by visual inspection and by using a tapping tool in accordance with Bell Helicopter Textron Alert Service Bulletin No. 222-82-15, dated April 30, 1982, or FAA approved equivalent. (2) Visually inspect the main rotor spar doublers for cracks between STA 82 and STA 102 (Operations Safety Notice No. OSN-222-82-3 refers to an inspection of this area). (3) The scarf joint area to be inspected is shown in Figures I and III of Service Bulletin No. 222-82-15. b. After the initial inspection, if no cracks or voids are detected, inspect the main rotor center spar doubler scarf joint area in accordance with paragraph a. above at intervals not to exceed 25 hours' time in service from the last inspection. c. If voids or cracks are detected, accomplish the following: (1) For voids that are within the limits of Part I, paragraph 4.a, of Service Bulletin No. 222-82-15, the doublers must be sealed and protected in accordance with the instructions of Part II of Service Bulletin No. 222-82-15, or FAA approved equivalent, within the next 25 hours' time in service. (2) For voids that exceed the limits of Part I, paragraph 4.a, of Service Bulletin No. 222-82-15, but are within the limits of Part I, paragraphs 4.(b) and (c), the doublers must be sealed and protected in accordance with the instructions of Part II of Service Bulletin No. 222-82-15, or FAA approved equivalent, before the next flight, except that a special flight permit may be issued in accordance withFAR 21.197 to allow one flight of the helicopter to a location where the repair can be accomplished. d. For blades that have been sealed and protected in accordance with the instructions of Part II of Service Bulletin No. 222-82-15 or FAA approved equivalent, accomplish the following: (1) Inspect the tape daily for proper adhesion and condition. (2) Replace tape having loose ends prior to flight. (3) Remove the tape at intervals not to exceed 100 hours' time in service and inspect and repair the main rotor center spar doubler scarf joint in accordance with paragraphs a. and c. of this AD. If no voids or debond areas are found, reapply the protective tape as described in Part II, paragraph 2 of Service Bulletin No. 222-82-15, or FAA approved equivalent. e. Replace main rotor blades that have voids or debond in excess of the limits of paragraph 4.b and paragraph 4.c of Service Bulletin No. 222-82-15 with serviceable blades. f. Replace main rotor blades that have cracks in the spars or doublers with serviceable blades. g. Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. h. In accordance with FAR 21.197, flight is permitted to a base where the inspection required by this AD may be accomplished. This amendment becomes effective July 30, 1982.
2015-21-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires repetitive eddy current inspections for any cracking in the inspar upper skin, and related investigative and corrective actions if necessary. This AD was prompted by a report that an operator discovered a crack in a certain section of the inspar upper skin, just forward of the rear spar on the right wing. We are issuing this AD to detect and correct any cracking in the inspar upper skin and rear spar upper chord, which could result in the inability of the structure to carry limit load, or result in a fuel leak, which could prevent continued safe flight and landing.
2000-17-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-17-51 that was sent previously to all known U.S. owners and operators of certain Boeing Model 737-200 and -300 series airplanes by individual notices. This AD supersedes an existing AD to require a one-time inspection to detect cracks of the lower frames and reinforcing angles of the main deck cargo door where the door latch fittings attach between certain fuselage stations and water lines, and replacement of any cracked part with a new part having the same part number. This action is prompted by reports that, during the inspections required by the existing AD, cracks were found in the reinforcing angles of the main deck cargo door frame. The actions specified by this AD are intended to detect and correct cracking of the lower portion of the main deck cargo door frames, which could result in sudden depressurization, loss or opening of the main deck cargo door during flight, and loss of control of the airplane.
47-30-01: 47-30-01 AERONCA: (Was Mandatory Note 3 of AD-759-3 and Mandatory Note 3 of AD-761-3.) Applies Only to Serial Numbers 7AC-1 to 4795, Inclusive, and 11AC-1 to 11AC- 502, Inclusive. Compliance required not later than November 1, 1947. To prevent failure of lift strut wing fitting due to tie-down loads, replace front lift strut wing attachment fittings with Aeronca No. 2-893 fittings. (Aeronca Service Helps and Hints No. 13 dated August 14, 1946, and supplement thereto covers this same subject.)
2022-21-08: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model EMB-545 airplanes. This AD was prompted by an error that was detected in the airplane takeoff configuration warning logic. The error prevents the system from sounding an aural alert ''No Takeoff Trim'' for the flightcrew. This AD requires the installation of a new software version of engine indication and crew alert system (EICAS), as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2022-21-10: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2C10 (Regional Jet Series 700, 701 & 702); CL-600-2C11 (Regional Jet Series 550); CL-600-2D15 (Regional Jet Series 705); CL-600-2D24 (Regional Jet Series 900); and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports that the landing gear age of certain airplanes was higher than expected for gear overhaul, which could increase the risk of corrosion. This AD requires verifying the calendar age of the nose landing gear (NLG) and main landing gear (MLG) by way of component maintenance documents, and performing corrective actions if necessary. This AD also prohibits installing certain components. The FAA is issuing this AD to address the unsafe condition on these products.
2000-17-01: This amendment supersedes Airworthiness Directive (AD) 92-01-02, which currently requires you to accomplish the following on certain Fairchild Aircraft SA226 and SA227 series airplanes: modify the parking brake system; and inspect (repetitively) certain landing gear brake assemblies. That AD resulted from wheel brake system malfunctions on several of the affected airplanes where regular brake system maintenance had been performed. This AD retains the modification and inspection requirements of AD 92-01-02 and incorporates inspection and replacement requirements for additional landing gear brake assemblies. The actions specified by this AD are intended to prevent wheel brake system malfunctions that could result in a fire in the brake area. The Director of the Federal Register previously approved the incorporation by reference of certain publications listed in the regulation as of January 16, 1992.
2015-22-01: We are superseding Airworthiness Directive (AD) 2007-16-08, which applied to all The Boeing Company Model 747-100, 747-100B, 747- 100B SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SR series airplanes. AD 2007-16-08 required repetitive inspections for cracking of the station 800 frame assembly, and repair if necessary. This new AD continues to require repetitive inspections for cracking of the station 800 frame assembly, and repair if necessary, and expands the inspection area. This AD was prompted by reports of cracks found at the forward and aft inner chord strap and angles on the station 800 frame on the left-side and right-side main entry doors. We are issuing this AD to detect and correct fatigue cracks that could extend and fully sever the frame, which could result in development of skin cracks that could lead to rapid depressurization of the airplane.
2000-16-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200, -300, and -300F series airplanes. This AD requires either an inspection to detect damage or chafing of the insulation or wires, modification of the cable assembly, and repairs, if necessary; or replacement of the cable assembly of the lower anti-collision light with a new cable assembly. This amendment is prompted by reports of electrical arcing on structure near the lower body anti-collision light due to chafing of the cable. The actions specified by this AD are intended to prevent such chafing as a result of improper installation of the lower body anti-collision light assembly, which could result in electrical arcing or sparking in a flammable leakage zone of the airplane.
2000-16-16: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that currently requires a one-time inspection to determine the serial numbers of various switch modules on the overhead panel and control stand, and replacement of certain switch modules with new, improved modules. That AD also requires repetitive tests of the cargo fire extinguishing system, and one-time tests of the fuel crossfeed valve, pack, trim air, and alternate flap control switches; and repair or replacement of switch modules with new improved modules, if necessary. This amendment revises the applicability of the existing AD. This action also requires replacement of the existing switch modules with new switch modules; replacement of the existing module assemblies with new module assemblies; or reworked module assemblies; as applicable. This amendment is prompted by the FAA's determination that certain switches are susceptible to contamination. The actions specified by this AD are intended to minimize contamination of the switch contacts and consequent failure of the switches, which, if not corrected, could result in inability of the flight crew to activate the cargo fire extinguishing, fuel, air conditioning, and alternate flap systems.
2015-21-09: We are superseding Airworthiness Directive (AD) 2015-19-02 for all The Boeing Company Model 767 airplanes. AD 2015-19-02 required revising the maintenance or inspection program to include new airworthiness limitations. This AD continues to require a maintenance or inspection program revision, but with revised language. This AD was prompted by a determination that certain language in the airworthiness limitation was not accurate in AD 2015-19-02. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine and auxiliary power unit (APU), which could result in the inability to shut off fuel to the engine and APU and, in case of certain fires, an uncontrollable fire that could lead to structural failure.
2010-20-12: We are adopting a new airworthiness directive (AD) for Model 747-400, 747-400D, and 747-400F series airplanes. This AD requires installing a hot short protector (HSP) for the fuel quantity indicating system (FQIS) of the center fuel tank and, for certain airplanes, the horizontal stabilizer fuel tank. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent an electrical hot short from a source outside the FQIS to the densitometer wiring from causing failure of the FQIS densitometer resistors, which could result in an ignition source inside the center or horizontal stabilizer fuel tanks. An ignition source, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane. This AD is effective November 5, 2010.\n\n The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of November 5, 2010.
2000-16-13: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires you to inspect the nose wheel steering system to assure that the free play between the steering handle or knob and the nose wheels is within acceptable limits, and requires you to adjust the free play as necessary. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent the inability to steer the airplane because of excessive free play in the steering linkage. This excessive free play could then result in loss of control of the airplane during take-off, landing, or taxi operations.
98-16-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires revising the Airplane Flight Manual (AFM) to require use of the electrical fuel pump for take-off and landing and performance of an operational check of the electrical fuel pump following landing. This amendment also requires replacement of the jet booster pumps with new or modified jet booster pumps, which terminates the requirement for the AFM revision. 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 jet booster pumps, which could result in reduced engine thrust during take-off or landing, and consequent increased risk of impact with terrain.
77-16-04: 77-16-04 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2996 applies to de Havilland Model DH-104 "Dove" airplanes, all series, certificated in all categories. Compliance is required as indicated. To prevent possible fatigue failure of the wing structure, accomplish the following: (a) Irrespective of the incorporation of Hawker Siddeley Aviation, Ltd., (HSA) Modification 539, for wings which have not had HSA Modification 780 incorporated, within the next 25 hours time in service after the effective date of this AD or prior to accumulation of 3400 hours total time in service on the wing lower spar boom, whichever occurs later, at intervals not to exceed 3400 hours time in service, on the boom, replace it with a serviceable boom of the same part number or an FAA-approved equivalent. (b) For wings which incorporate HSA Modification 780, replace the wing lower spar boom with a serviceable boom of the same part number or an FAA-approved equivalent - (1) For Series1A, 2A, 5A, 5BA, 6A airplanes, prior to the accumulation of 20,000 hours total time in service on the wing lower spar boom including the time in service prior to incorporation of the modification; and (2) For Series 7A and 8A airplanes, prior to the accumulation of 16,000 hours total time in service on the boom including the time in service prior to incorporation of the modification. (c) For airplanes which do not incorporate HSA Modification 538 in the area of the fuselage center section, or have Modification 538 incorporated but not the associated HSA Modification 686, within the next 25 hours time in service after the effective date of this AD or prior to the accumulation of 1800 hours total time in service on the fuselage center section lower spar boom whichever occurs later, and thereafter, at intervals not to exceed 1800 hours time in service on the boom, replace the fuselage center section lower spar boom with a serviceable boom of the same part number or an FAA-approved equivalent. (d) For airplanes which incorporate HSA Modification 538 in the area of the fuselage center section, provided the associated HSA Modification 686 has been incorporated within 3600 hours time in service on the fuselage center section lower spar boom since incorporating Modification 538, within the next 25 hours time in service on the boom after the effective date of this AD or prior to the accumulation of 6700 hours total time in service on the fuselage center section lower spar boom, including time in service prior to incorporation of the modification, whichever occurs later, and thereafter at intervals not to exceed 6700 hours time in service, replace the fuselage center section lower spar boom with a serviceable boom of the same part number or an FAA-approved equivalent. NOTE: For airplanes which incorporate HSA Modification 779 in the area of the fuselage center section, no mandatory retirement time is imposed on the fuselage center section lower spar boom. (e) Upon the request of an operator, the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East region may adjust a replacement interval specified in paragraphs (a), (c), or (d) of this AD, if the request contains substantiating data to indicate that the average operating spectrum of the particular airplane is less severe than the operating spectrum upon which the specified replacement times are based and that the adjustment requested is justified. Forward request to FAA, Chief, Aircraft Certification Staff, c/o American Embassy, APO New York, N.Y. 09667. NOTE: Appendix 1 of HSA Technical New Sheet (TNS) No. 119, Issue 10, dated July 19, 1971, contains information with respect to data needed to determine an average operating spectrum. (f) Unless already accomplished, on airplanes converted to series 7AXC or 8AXC in accordance with HSA TNS No. 181, Issue 3, dated November 21, 1966, replace the wings prior to the accumulation of one fifth the total hourstime in service at conversion plus 16,000 hours time in service as determined in accordance with the instructions in paragraph 7 of HSA TNS No. 181, Issue 3, dated November 21, 1966, or an FAA-approved equivalent. (g) Operators who have not kept records of time in service on any component to which a provision of this AD applies shall substitute airplane hours time in service in lieu thereof. This amendment supersedes Amendment 289 to Part 507 of the Regulations of the Administrator (26 FR 4395), AD 61-11-03, as amended by Amendment 585 (28 FR 7394) and Amendment 662 (28 FR 14238). This amendment becomes effective August 31, 1977.
2022-22-02: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, EC 155B, and EC155B1 helicopters. This AD was prompted by reports of the cockpit doors failing to open after ditching with inflated floats on certain helicopters equipped with an emergency flotation system (EFS). This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter, installing placards, and depending on your model helicopter, modification of the jettisoning system, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2010-20-07: The FAA is adopting a new airworthiness directive (AD) for all International Aero Engines AG (IAE) V2500-A1, V2525-D5 and V2528-D5 turbofan engines and certain serial numbers (S/Ns) of IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 turbofan engines. For certain S/Ns of V2500-A1, V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 series turbofan engines, this AD requires initial and repetitive on-wing ultrasonic inspections of the high-pressure compressor (HPC) stage 3 to 8 drum for cracks. As mandatory terminating action to the repetitive inspections, this AD requires removal from service of the fully silver plated nuts attaching the HPC stage 3 to 8 drum to the HPC stage 9 to 12 drum, removal of silver residue from the HPC stage 3 to 8 drum, and fluorescent penetrant inspection (FPI) of the stage 3 to 8 drum within a specified time. For all other engines, this AD requires removal from service of the fully silver plated nuts attaching the HPC stage 3 to 8 drum to the HPC stage 9 to 12 drum, removal of silver residue from the HPC stage 3 to 8 drum, and FPI of the HPC stage 3 to 8 drum at the next drum piece-part exposure. This AD results from reports of 39 HPC stage 3 to 8 drums found cracked since March 2009. We are issuing this AD to prevent uncontained failure of the HPC stage 3 to 8 drum, which could result in damage to the airplane.
2000-16-03: This amendment adopts a new airworthiness directive (AD), applicable to all Bombardier Model DHC-7-100, and DHC-8-100, -200, and -300 series airplanes, that requires a one-time inspection of maintenance records to determine the method used during the most recent weight and balance check of the airplane and, if necessary, accomplishment of a weight and balance check. 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 unusual handling characteristics and consequent reduced controllability during ground operations due to incorrect methods of weighing and balancing the airplane.