Results
2000-08-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that requires modification of the high pressure bleed valve controller of each engine. This amendment is prompted by reports of failure of the bleed air system components such as the thermal compensators and bleed air ducts. The actions specified by this AD are intended to prevent such failures of the bleed air system components, which could result in high temperature air leaking into the cabin and/or cargo areas and could possibly require an emergency landing and evacuation.
81-01-08: 81-01-08 ISRAEL AIRCRAFT INDUSTRIES, LIMITED (formerly Aero Commander, North American Rockwell Corporation): Amendment 39-4011. Applies to certain Model 1121, 1121A, 1121B, 1123, and 1124 airplanes, certificated in all categories. Compliance required as indicated. To preclude the possibility of structural failure of the 25 percent wing spar, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, or the modification required by paragraph (b) of this AD has been accomplished, install a placard in clear view of the pilots in accordance with the instructions in PART A: PLACARD INSTALLATION, of the appropriate Israel Aircraft Industries, Limited, Service Bulletin, as indicated in the following list: (1) No. CJ-25A, Revision No. 1, dated March 31, 1980, or an FAA-approved equivalent, for Models 1121, 1121A, and 1121B airplanes, serial numbers 94 through 106 and 108 through 150, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - Below 26,000 FT - 315 Kts CAS - Above 26,000 FT - 0.765 M"; (2) No. WW-23A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1123 airplanes, serial numbers 107, 151, 153, 155 through 180, and 182 through 186, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - With or without fuel in tip tanks: Below 22,500 FT - 315 Kts CAS Above 22,500 FT - 0.710 M - With autopilot engaged and without fuel in tip tanks: Below 26,000 FT - 315 Kts CAS Above 26,000 FT - 0.765 M"; or (3) No. WW-24-17A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1124 airplanes, serial numbers 152, 154, 181, 187 through 260, 262 through 264, and 266 through 269, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - With autopilot disengaged: Below22,500 FT - 315 Kts CAS Above 22,500 FT - 0.710 M - With autopilot engaged: Below 26,000 FT - 315 Kts CAS Above 26,000 FT - 0.765 M". (b) Within the next 600 hours time in service or the next 90 days after the effective date of this AD, whichever occurs first, unless already accomplished, install additional rivets in the 25 percent wing spar between wing stations Xw-33 and Xw-47.5, left and right, in accordance with the instructions in PART B: RIVET INSTALLATION, of the appropriate Israel Aircraft Industries, Limited, Service Bulletin, as indicated in the following list: (1) No. CJ-25A, Revision No. 1, dated March 31, 1980, or an FAA-approved equivalent, for Models 1121, 1121A, and 1121B airplanes, serial numbers 94 through 106 and 108 through 150; (2) No. WW-23A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1123 airplanes, serial numbers 107, 151, 153, 155 through 180, and 182 through 186; or (3) No.WW-24A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1124 airplanes, serial numbers 152, 154, 181, 187 through 260, 262 through 264, and 266 through 269. (c) The placard required by paragraph (a) may be removed when the modification required by paragraph (b) is completed. (d) If an equivalent means of compliance is used in complying with paragraphs (a) or (b) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU- 100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective January 16, 1981.
2015-05-01: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757-200, -200PF, -200CB, and -300 series airplanes; and Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports indicating that the counterweights in some hub assemblies of the ram air turbine (RAT) could be understrength and fracture when the RAT is rotating, and that some RAT hub assemblies were delivered with balance washer retention screws that were incorrectly heat-treated, and therefore, susceptible to fracture and cracking. This AD requires a part number and serial number inspection to determine if certain RAT hub assemblies are installed; and, for affected RAT hub assemblies, doing an inspection for missing and fractured balance washer screws, and replacement or rework if necessary. We are issuing this AD to prevent an inoperative RAT, which, following a dual engine shutdown in flight, will cause loss of all hydraulic power to the primary flight controls, resulting in subsequent loss of control of the airplane.
2015-05-07: We are superseding Airworthiness Directive (AD) 2015-02-06 for certain Bombardier, Inc. Model CL-600-2B16 (CL-604 Variant) airplanes. AD 2015-02-06 required a revision to the airplane flight manual, a revision to the maintenance or inspection program, as applicable, and replacement of horizontal stabilizer trim actuators (HSTAs) having certain part numbers. This new AD continues to require those actions and corrects certain typographical errors. This AD was prompted by the discovery of three typographical errors in AD 2015-02-06. We are issuing this AD to detect and correct loose spur gear bolts on the HSTA, which, if combined with the failure of the primary load path, could lead to failure of the HSTA and subsequent loss of the airplane.
99-24-13: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-135 and EMB-145 series airplanes. This action requires a revision to the Airplane Flight Manual (AFM) to prohibit in-flight operations of the autopilot coupled to flight director #2 during certain conditions; and installation of an associated warning placard. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the autopilot to automatically disconnect from flight director #2, as intended, at a low altitude during windshear conditions. Such failure could result in reduced controllability of the airplane.
85-15-01 R2: 85-15-01 R2 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (AEROSPATIALE): Amendment 39-5093 as amended by Amendment 39-5679 is further amended by amendment 39-6021. Applies to Aerospatiale Model SA 365 series helicopters, certificated in any category, when equipped with main rotor masts with Part Numbers 365A31- 1060-23 or -25, or 365A31-1179-03, -20, or -21. Compliance with this amendment to the AD is required as indicated after the effective date of this amendment, unless already accomplished. To prevent possible failure of the main rotor mast, accomplish the following: (a) For helicopters which have 250 hours or more time in service on the main rotor mast on the effective date of this AD, inspect in accordance with paragraph (d) within 50 hours time in service. (b) For those helicopters which have less than 250 hours time in service on the main rotor mast on the effective date of this AD, inspect in accordance with paragraph (d) before reaching 300 hourstime in service. (c) For those helicopters exhibiting a severe tracking defect, inspect in accordance with paragraph (d) before further flight. (d) Remove the main rotor hub from the main rotor mast and inspect the mast in accordance with Service Bulletin No. 05.08 (for Model SA 365C series helicopters) and Service Bulletin No. 05.04 (for Model SA 365N helicopters) or FAA-approved equivalent, as appropriate. (e) Replace any cracked mast with a serviceable part. (f) Reinstall the main rotor hub in accordance with Service Bulletin No. 05.08, Service Bulletin 05.04, or FAA-approved equivalent, after completion of the inspection and rework of paragraphs (d) and (e). (g) Conduct the following repetitive inspections: (i) Repeat the inspections of paragraph (d) at intervals not to exceed 300 hours time in service from the last inspection. (ii) Visually inspect the upper mast flange-to-shaft radius within the next 50 hours time in service from the effective date of this amendment and thereafter at intervals not to exceed 50 hours time in service from the last inspection. Inspect for finish deterioration, corrosion, or cracks. Use a 10-power glass in areas of suspected surface cracks. Conduct magnetic particle or dye penetrant inspections of all areas where finish deterioration is found. Remove polyurethane shock-proofing coating of the upper main rotor shaft, if installed, to allow more effective inspections of this area (Service Bulletin SA 365 No. 01-17 provides information concerning the shock-proofing coating and its removal). (h) (Removed) (i) Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, FAA, P.O. Box 1689, Fort Worth, Texas 76101, or by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium, APO NY 09667. (j) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the inspections required by this AD may be accomplished. This amendment, 39-6021, becomes effective October 19, 1988. This amendment, 39-6021, further amends Amendment 39-5093 (50 FR 29649; July 22, 1985), AD 85-15-01, as amended by Amendment 39-5679 (52 FR 27787; July 24, 1987) AD 85- 15-01 R1.
2015-03-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 series airplanes, Model A300 B4-600, B4-600R, and F4- 600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). This AD was prompted by a report of chafing found on the overflow sensor harness of the surge tank, and subsequent contact between the electrical wiring and fuel tank structure. This AD requires a one-time inspection for chafing of the overflow sensor harness, and repair if necessary. This AD also requires modification of the sensor harness. We are issuing this AD to prevent chafing of the harness and subsequent contact between the electrical wiring and fuel tank structure, which could result in electrical arcing and a fuel tank explosion and consequent loss of the airplane.
2000-08-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires repetitive inspections to detect damage of certain taxi light assemblies, and replacement with a new or serviceable part, if necessary. This AD also requires eventual replacement of certain taxi light assemblies with improved parts, which constitutes terminating action for the repetitive inspections. This amendment is prompted by a report that a damaged taxi light detached from an airplane and was ingested into the airplane engines. The actions specified by this AD are intended to prevent damage to the taxi light assembly, which could result in detachment of the taxi light assembly from the airplane, ingestion of taxi light debris into an engine, and consequent loss of thrust from one or both engines.
90-08-11: 90-08-11 BRITISH AEROSPACE: Amendment 39-6568. Docket No. 89-NM-234-AD. Applicability: Model BAe 146-100A, Serial Numbers E1002 and subsequent; Model BAe 146-200A, Serial Numbers E2012 and subsequent; and Model BAe 146-300A, Serial Numbers E3118 and subsequent; certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent loss of wing flap asymmetry protection and reduced airplane controllability, accomplish the following: A. Install an improved wing flap electronic control unit (ECU) in accordance with British Aerospace Service Bulletin 27-95-70420A, dated April 27, 1989. NOTE: The British Aerospace Service Bulletin references Dowty Rotol Service Bulletin 146-27-75 for additional instructions. B. Install a warning placard on the front face of the ECU, in accordance with British Aerospace Service Bulletin 27-95-70420A, dated April 27, 1989. The warning placard states: "WARNING - This equipment must not be removed or re-racked in flight." C. 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. 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 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, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. 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 (39-6568, AD 90-08-11) becomes effective on May 14, 1990.
2000-08-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing 777 series airplanes, that requires a one-time inspection to detect cracking of the fastener holes common to the upper wing skins and trailing edge panels of both wings, and corrective actions, if necessary. This amendment also requires coldwork of the fastener holes and installation of new or serviceable fasteners. This amendment is prompted by a report indicating that fatigue cracks have been found in the upper wing skin of both wings. The actions specified by this AD are intended to prevent fatigue cracking of the upper wing skin, which could result in reduced structural integrity of the wing.
89-25-13: 89-25-13 AIRBUS INDUSTRIE: Amendment 39-6413. Docket No. 89-NM-118-AD. Applicability: All Models A300, A310, and A300-600 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear (NLG), accomplish the following: A. Prior to the accumulation of 26,000 landings or within 30 days after the effective date of this AD, whichever occurs later, modify the NLG barrel, in accordance with one of the following service bulletins, as applicable: Airplane Model Service Bulletins A300 A300-32-385, Rev. 1, dated October 15, 1988 A310 A310-32-2039, Rev. 1, dated October 15, 1988 A300-600 A300-32-6022, Rev. 1, dated October 15, 1988 NOTE: The above-referenced service bulletins reference Messier-Hispano-Bugatti Service Bulletin 470-32-577 for additional modification procedures. 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. 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. 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 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 (39-6413, AD 89-25-13) becomes effective on January 12, 1990.
2000-08-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain General Electric Company CF6-80A, CF6-80C2, and CF6-80E1 series turbofan engines, that currently requires revisions to the Airworthiness Limitations Section (ALS) of the manufacturer s Instructions for Continued Airworthiness (ICA) to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This action adds additional eddy current inspections (ECI) for the high pressure turbine rotor (HPTR) Stage 1 and 2 disks for all affected engine models, and would add fan forward shaft inspections for the CF6-80C2 engine model only. This amendment is prompted by additional focused inspection procedures for critical life-limited rotating engine parts that have been developed by the manufacturer. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
88-24-13: 88-24-13 FOKKER B.V.: Amendment 39-6070. Applies to Model F-28 series airplanes, Serial Numbers 11003 to 11241 inclusive, 11991, and 11992, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent structural failure in the flap or rear spar web and fuel leakage, accomplish the following: A. Prior to the accumulation of either 10,000 flight hours or 20,000 flight cycles (landings), or within 500 flight cycles (landings) after the effective date of this AD, whichever occurs later: Conduct an external visual inspection of the flap track beam support bracket for position in accordance with Part 1 of Fokker Service Bulletin F28/57-81, dated May 27, 1988. B. If the flanges of the flap track beam support bracket are found during the inspection specified in A., above, to be parallel to the rear spar, no further action is required. C. If the flanges of the flap track beam support bracket are found during the inspection specified in A., above, not to be parallel to the rear spar, inspect for cracks in the web of the rear spar, in accordance with Part 2 of service Bulletin F28/57-81, dated May 27, 1988, before further flight. 1. If no cracks are found, repeat the inspection every 1,000 flight cycles (landings) until an internal inspection is conducted in accordance with Part 3 of Service Bulletin F28/57-81, dated May 27, 1988. 2. If, during the inspections accomplished in accordance with Part 3 of Service Bulletin F28/57-81, dated May 27, 1988, it is determined that the bolts are installed properly, a spotface is not found, and cracking does not exist, reseal or reinstall the bolts in accordance with Part 3 of that service bulletin. No further action, other than restoration to normal, is required. 3. If cracks are found during the inspections required by paragraph C., C.1., or C.2., above, or if a spotface is found during the inspections required by paragraph C.1., or C.2., priorto further flight, repair in a manner approved by the Manager, FAA Brussels Aircraft Certification Office, AEU-100. Under conditions noted in the Service Bulletin F28/57-81, dated May 27, 1988, temporary repairs may be made in accordance with Part 4 and the associated table and figures of that 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 may add any comments 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 for the accomplishment of inspections and/or modifications required by 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 Fokker Aircraft U.S.A., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-6070, becomes effective December 27, 1988.
76-22-02: 76-22-02 BEECH: Amendment 39-2755 as amended by Amendment 39-2909. Applies to the airplane models and serial numbers listed below having inverted "Y" type shoulder harnesses installed, except those airplanes that have previously complied with AD 76-22-02 (Amendment 39-2755): MODELS SERIAL NUMBERS F33A CE-490 thru CE-633 F33C CJ-49 thru CJ-120 V35B D-9582 thru D-9861 A36 E-515 thru E-824 95-B55 & 95-B55A TC-1653 thru TC-1946 E55 and E55A TE-966 thru TE-1077 58 and 58A TH-425 thru TH-732 65-B80 LD-477 thru LD-505 C90 LJ-626 thru LJ-682 and LJ-684 E90 LW-93 thru LW-171, LW-173, LW-174, and LW-178 B99 U-157 thru U-164 A100 B-199 thru B-226 B100 BE-1 thru BE-7 200 BB-7, BB-8, BB-12, BB-18 thru BB-87, BB-89 thru BB-128, BB-130 thru BB-136 Compliance: Required as indicated, unless already accomplished in accordance with AD 76-22-02 (Amendment 39-2755). To prevent slippage during normal use of the lap belt assembly installed with the inverted "Y" type shoulder harness, within 100 hours' time in service after the effective date of this AD, accomplish the following in accordance with Beechcraft Service Instructions No. 0850-313, Rev. I, or later approved revisions: NOTE: Belt roller adjuster part numbers are stamped on the tang of the "male" half of lap belt assembly. A) On all aircraft visually inspect the "male" half of the lap belt assembly on the pilot and co-pilot seats to determine if a P/N 500535 roller adjuster is installed and if so replace it with a P/N 500535-401 roller adjuster. B) On Model 200 (Serial Numbers BB-7, BB-8 and BB-34) airplanes visually inspect the "male" half of the lap belt assembly on the toilet seat to determine if a P/N 500535 roller adjuster is installed and if so replace it with a P/N 500535-401 roller adjuster. C) On Model 200 (Serial Numbers BB-12, BB-20, BB-25, BB-33, BB-35, BB-37, BB-41, BB-46, BB-49, BB-55, BB-56, BB-72, BB-77, BB-82, BB-92, BB-97, BB-107,BB-111, BB-113, BB-116, BB-130, BB-133, BB-135 and BB-136) airplanes visually inspect the "male" half of the Beech P/Ns 101-530314-9 and -13 lap belt assembly on all seats located aft of the cabin door to determine if a P/N 500535 roller adjuster is installed and if so replace it with a P/N 500535-401 roller adjuster. D) The 100 hour compliance time required by this AD may be adjusted up to 110 hours' time in service to allow inspection and modification at regularly scheduled maintenance periods. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-2755 became effective November 4, 1976. This amendment 39-2909 becomes effective June 2, 1977.
2015-04-04: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Inc. (Bell) Model 412 and 412EP helicopters with certain static inverters (inverters) installed. This AD requires revising the Rotorcraft Flight Manual (RFM) and installing a placard in full view of the pilot to limit flight to visual flight rules (VFR) only and prohibit night operations. This AD is prompted by failures of certain inverters, most of which resulted in smoke in the cockpit. The actions specified by this AD are intended to restrict flight to VFR only and prohibit night operations to allow safe operation in the event of failure of an affected inverter. This failure would increase pilot workload during instrument flight rules (IFR) and could result in loss of certain pilot information displays and subsequent loss of control of the helicopter.
2000-08-08: 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 a one-time inspection to detect cracking of the rear spar stiffeners in the wing center section; and modification of crack-free stiffeners, or repair of cracked stiffeners. This amendment is prompted by a report of severed rear spar stiffeners of the center wing, which resulted in cracking in the adjacent keel beam structure. The actions specified in this AD are intended to prevent failure of the keel beam structure.
2000-08-09: This amendment adopts a new airworthiness directive (AD), applicable to Robinson Helicopter Company (RHC) Model R22 helicopters. This action requires replacing certain serial number sprag clutches with an airworthy sprag clutch as specified in this AD. This amendment is prompted by several reports of clutch assemblies with cracked or fractured sprag ends. The actions specified by this AD are intended to prevent a sprag clutch failure, loss of main rotor RPM during autorotation, and subsequent loss of control of the helicopter.
2015-03-06: We are superseding Airworthiness Directive (AD) 2007-22-10 for all Airbus Model A330-200, A330-300, A340-200, A340-300, A340-500, and A340-600 series airplanes. AD 2007-22-10 required repetitive inspections of the left-hand and right-hand wing main landing gear (MLG) rib 6 aft bearing lugs (forward and aft) to detect any cracks on the two lugs, and replacement if necessary. Since we issued AD 2007-22- 10, we have received reports of additional cracking of the MLG rib 6 aft bearing forward lug. This new AD expands the applicability and reduces certain compliance times. We are issuing this AD to detect and correct cracking of the MLG rib 6 aft bearing lugs, which could result in collapse of the MLG upon landing.
88-03-04: 88-03-04 AIRBUS INDUSTRIE: Amendment 39-5833. Applies to Model A300 B2 series airplanes, as listed in Airbus Industrie (AI) Service Bulletin A300-32-369, dated December 12, 1986, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent collapse of the main landing gear (MLG), accomplish the following: A. Prior to each lower tie rod accumulating 7,000 landings or within the next 500 landings, whichever occurs later, and thereafter at intervals not to exceed 1,500 landings, perform an ultrasonic inspection of the MLG lower tie rods, in accordance with AI Service Bulletin A300- 32-369, dated December 12, 1986. Replace defective lower tie rods before further flight. 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 permitsmay be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective February 28, 1988.
2015-03-05: We are superseding Airworthiness Directive (AD) 2012-09-07 for certain Airbus Model A319-111, -112, and -132 airplanes; Model A320- 111, -211, -212, -214, and -232 airplanes; and Model A321-111, -211, - 212, and -231 airplanes. AD 2012-09-07 required an electrical bonding test between the gravity fill re-fuel adaptor and the top skin panels on the wings; and, if necessary, an inspection for corrosion of the component interface and adjacent area; and repairing the gravity fuel adaptor if necessary. This new AD adds airplanes to the applicability and requires inspecting those airplanes to determine if a repair was done, and doing the electrical bonding test and corrective action if necessary. This AD was prompted by a determination that more airplanes are [[Page 8514]] subject to the identified unsafe condition. We are issuing this AD to detect and correct corrosion and improper bonding, which, in combination with a lightning strike in this area, could create a source ofignition in a fuel tank, resulting in a fire or explosion and consequent loss of the airplane.
99-23-22 R2: This amendment rescinds Airworthiness Directive (AD) 99-23-22 R1, which is applicable to various transport category airplanes equipped with Mode "C" transponder(s) with single Gillham code altitude input. That AD requires repetitive tests to detect discrepancies of the Mode "C" transponder(s), air data computer, and certain wiring connections; and corrective actions, if necessary. The requirements of that AD were intended to prevent false advisories that direct the flightcrew to change course and either climb or descend, which could result in the flightcrew deviating the airplane from its assigned flight path, and a possible mid-air collision. Since the issuance of that AD, test data have been collected that demonstrate that the repetitive tests are unnecessary.
2014-22-51: We are publishing a new airworthiness directive (AD) for Airbus Helicopters (formerly Eurocopter France) Model EC130T2 helicopters, which was sent previously to all known U.S. owners and operators of these helicopters. This AD requires repetitively inspecting the attachment points where the fan attaches to the main gearbox (MGB) oil cooler hopper (hopper) and replacing any cracked hopper with an airworthy hopper. This AD is prompted by several cases of a cracked hopper. The cracks were found on the hopper at the fan attachment points. These actions are intended to detect a crack in the hopper at a fan attachment point to prevent failure of the fan attachment, interference of the fan with the control rod of the front servo-control or with the flight control bellcrank, and subsequent loss of control of the helicopter.
2000-08-06: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA-366G1 helicopters, that requires replacing certain electrical modules with airworthy electrical modules. This amendment is prompted by the discovery of several defective electrical modules. The actions specified by this AD are intended to prevent loss of electrical continuity, which could cause loss of critical systems and subsequent loss of control of the helicopter.
2000-08-04: This amendment adopts a new airworthiness directive (AD), applicable to Robinson Helicopter Company (RHC) Model R44 helicopters. This action requires replacing certain serial number (S/N) sprag clutches with an airworthy sprag clutch as specified in this AD. This amendment is prompted by several reports of sprag clutch failures. The actions specified by this AD are intended to prevent a sprag clutch failure, loss of main rotor RPM during autorotation, and subsequent loss of control of the helicopter.
76-07-12: 76-07-12 BENDIX IGNITION SWITCHES: Amendment 39-2575 as amended by Amendment 39-3024. Applies to all aircraft employing magnetos and using Bendix ignition switches listed in the table below except switches identified by four digit date code (new) adjacent to the model number or a white dot (modified) on the support plate adjacent to the Bendix logo. Bendix Switches Rotary Action, Key or Lever Actuated Switch Function Bendix (series) Part Numbers Twist-to-Start 10-357XXX, 10-126XXX Twist-to-Start/Push-to-Prime 10-357XXX, 10-126XXX Push-to-Start 10-357XXX, 10-126XXX, 10-157XXX Compliance required as indicated: 1. For switches subject to this AD, conduct the following checks within the next 100 hours' time in service and each 100 hours thereafter to detect possible switch malfunction: (a) Observing regular ground run-up procedures, allow the engine to reach operating temperatures and perform a normal magneto check. (b) With the engine at normal idle, rotate the switch key or lever through the "OFF" detent to the extreme limit of its travel in the "OFF" direction. (c) If the engine stops firing, this indicates an airworthy switch. (d) If the engine continues to run with the switch in the extreme "OFF" direction indicating a malfunctioning switch, prior to the next flight accomplish Part III outlined in Bendix Service Bulletin No. 583, dated April 1976, for Repair and Replacement or use an alternate method approved by Chief, Engineering and Manufacturing Branch, Eastern Region. 2. The aircraft may be flown in accordance with FAR 21.197 to a place where these modifications can be accomplished. 3. The checks required by this AD may be performed by the pilot. 4. Upon submission by an operator with substantiating data, an FAA Maintenance Inspector subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance times specified in this AD if the request contains substantiating data to justify the increase for the operator: (NOTE: If the engine continues to run when complying with paragraph 1 and repair or replacement cannot or will not be accomplished immediately, the magneto (primary circuit) should be grounded in accordance with Bendix Service Bulletin No. 583, dated April 1976.) Amendment 39-2575 was effective April 14, 1976. This amendment 39-3024 is effective August 30, 1977.