Results
96-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125 series 1000A and Model Hawker 1000 airplanes, that requires a one-time inspection for correct sleeve lengths, an inspection to detect discrepancies of the elevator pulley assembly, and correction of any discrepancy. This amendment is prompted by reports indicating that some aircraft have been fitted with an elevator pulley that was assembled incorrectly during manufacture. The actions specified by this AD are intended to prevent reduced structural integrity of the elevator control circuit due to failure of one or more outer lugs or malfunction of the elevator pulley assembly as a result of incorrect assembly of the pulley.
2022-01-01: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350D, EC130B4, and EC130T2 helicopters; AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters; and Model SA-365C1, SA-365C2, SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters. This AD was prompted a report of increased vibration during flight. This AD requires the application of alignment markings on, and repetitive inspections of, the main rotor (MR) pitch rod upper links and, depending on findings, the accomplishment of applicable corrective actions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
93-25-01: 93-25-01 DE HAVILLAND, INC.: Amendment 39-8767. Docket 93-NM-91-AD. Applicability: Model DHC-8-311 series airplanes, serial numbers 240 through 279 inclusive, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the left- and right-hand underwing fairing angles, which could result in reduced structural integrity of the wing-to-fuselage attachment, accomplish the following: (a) Prior to the accumulation of 6,830 total landings, or within 100 landings after the effective date of this AD, whichever occurs later, perform a detailed visual inspection to detect cracking on the rear face of the left- and right-hand underwing fairing angles, having part number 85350927, in accordance with de Havilland Alert Service Bulletin S.B. A8-53-46, Revision 'A', dated May 25, 1993. (1) If no cracked fairing angle is found, repeat the inspection thereafter at intervals not to exceed 6,930 landings, in accordance with the service bulletin. (2) If any cracked fairing angle is found, prior to further flight, replace the cracked fairing angle with a new, non-reworked fairing angle, having part number 85350927-107SP or 85350927-108SP, in accordance with the service bulletin. (b) Replacement of the currently-installed left- and right-hand underwing fairing angles with new, non-reworked fairing angles, having part number 85350927-107SP or 85350927-108SP, in accordance with de Havilland Alert Service Bulletin S.B. A8-53-46, Revision 'A', dated May 25, 1993, constitutes terminating action for the repetitive inspection requirement of paragraph (a)(1) of this AD. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspections and replacement shall be done in accordance with de Havilland Alert Service Bulletin S.B. A8-53-46, Revision 'A', dated May 25, 1993. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on January 19, 1994.
84-20-08: 84-20-08 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-4927. Applies to Model G-159 airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To detect and prevent corrosion or failure of the forward and aft engine mount assemblies, Vickers Drawing Number 81037, Sheet 29, and Gulfstream Aerospace Drawing Numbers 159W10432-1 (L/H) and 159W10432-3 (R/H), respectively, accomplish the following unless already accomplished: (a) Within 200 hours time in service or four months after the effective date of this AD, whichever is sooner, inspect the forward and aft engine mounts, L/H and R/H, in accordance with Gulfstream I Customer Bulletin (CB) Number 241C, dated July 10, 1984, or in an equivalent manner approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. (b) If corrosion is indicated: (1) Replace corroded tubes in accordance with Customer Bulletin 241C before further flight, then revert to the inspections required under Category A, as stated in paragraph (d), below; or (2) If continued flight is desired, ascertain the remaining wall thickness of the corroded tubes and categorize in accordance with Customer Bulletin No. 241C, and perform the operations for each category as indicated by paragraph (d), below. (c) If corrosion is not indicated, perform the operations described in paragraph (d), below, for Category A. (d) Category A - Reinspect as in paragraph (a) of this AD for corrosion at intervals not exceeding six years from last inspection. Category B - Treat the tubes within 50 hours time in service in accordance with Addendum 1 or 4 of Customer Bulletin 241C and reinspect for corrosion as in paragraph (a) of this AD at annual intervals for at least two years after treatment. If there are no changes in the thickness measurements, reinspect at intervals not exceeding two years. Categories C and D - Replace corroded tubes in accordancewith Customer Bulletin 241C within 150 hours time in service or three months, whichever is sooner; then revert to the inspections required under Category A. Category E - Replace corroded tubes in accordance with Customer Bulletin 241C before further flight; then revert to inspections required under Category A. (e) To prevent failure of Category B Gulfstream "Grumman mounts," replace the mounts prior to the accumulation of 7500 landings or within the next 25 landings, whichever occurs later within the following time period, in accordance with Gulfstream Aerospace Corporation Gulfstream I Customer Bulletin No. 241C, dated July 10, 1984, or equivalent manner approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region: (1) For airplanes that have accumulated 7500 landings prior to the effective date of this AD, within the next 25 landings after the effective date of this AD; (2) For airplanes with less than 7500 landings on the effective date of this AD, within the next 25 landings after the accumulation of 7500 landings. (f) To qualify for service beyond 7500 landings, Category A Gulfstream "Grumman mounts" must accomplish paragraph (g), below, within the following period: (1) For airplanes that have accumulated 7500 landings prior to the effective date of this amendment, within the next 30 days or within 12 months of the last successful mount inspection in accordance with Gulfstream Aerospace Corporation Gulfstream I Customer Bulletin 289, Amendment 1, dated 26 May 1977, whichever occurs later, or (2) For airplanes with less than 7500 landings on the effective date of this amendment, no later than the next 30 days after the accumulation of 7500 landings. (g) Perform the ultrasonic and visual inspections in accordance with Gulfstream Aerospace Corporation Gulfstream I Inspection Schedule, Section V, Special Inspections, Engine Mounts, dated July 31, 1984, or in an equivalent manner approved by theManager, Atlanta Aircraft Certification Office, FAA, Central Region. If the inspections indicate negligible or no corrosion and no cracks, then the Grumman mount initially qualifies for the 20,000 landing life limit in accordance with Gulfstream Aerospace Corporation Gulfstream I Inspection Schedule, Section IV, Life Limited Components, dated July 31, 1984, and is no longer required to comply with the inspection requirements of paragraph (a) of this AD. Throughout this extended life limit, the inspections must be repeated at intervals not to exceed 12 months to maintain qualification for the 20,000 landing life limit. If, during such inspection, any mount subassemblies are found to have negligible or no internal corrosion and no cracks, those subassemblies may continue to be used if a detailed record of each life limited subassembly usage is maintained by the operator. If any inspection indicates the presence of unacceptable internal corrosion, replace the affected mount subassembly within the next 25 landings or 30 days, whichever occurs first. If a mount crack is found by any inspection, notify Gulfstream Aerospace Corporation, Technical Services Department, for dispositon before further flight. All life limited subassemblies that are not replaced during the repetitive inspections must be replaced by the end of the 20,000 landing life limit established by Gulfstream Aerospace Corporation Gulfstream I Inspection Schedule dated July 31, 1984. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P.O. Box 2206, Savannah, Georgia 31402. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This supersedes Airworthiness Directive 74-03-01, Amendment 39-3667 (38 FR 23962). This amendment becomes effective January 22, 1985.
2021-26-27: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a report indicating that during production, the manual opening and closing of the over-wing emergency exit door (OWEED) prior to the installation of the OWEED interior panel could have resulted in damaged insulation blankets below the left and right OWEEDs. This AD requires a one-time inspection for damage of the insulation blankets below the left and right OWEEDs, and replacement if necessary, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
96-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes. This action requires the installation of a mechanical flight idle stop on the control quadrant of the flight compartment. This action also requires a revision of the Airplane Flight Manual to ensure the use of certain operating procedures after the mechanical flight idle stop is installed. Additionally, this action provides an optional terminating action for the requirements of this AD. This amendment is prompted by a report indicating that the means of protection against the selection of the "beta" range of propeller operation during flight has been reduced on certain modified control quadrants. Additionally, there have been reports indicating that power levers on the control quadrant have been moved aft of the flight idle position during flight due to improper usage of the mechanical beta stop. The actions specified in this AD areintended to prevent such movement of the power lever(s) during flight, which could result in propeller overspeed, engine damage, and loss of power to one or both engines.
90-13-11: 90-13-11 S.N. CENTRAIR: Amendment 39-6630. Docket No. 90-CE-12-AD. Applicability: Model 201B (Serial Numbers 201026 thru 201077) gliders certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To assure that the airbrake is properly functioning, accomplish the following: (a) Visually inspect the rear cockpit airbrake handle for any distortion or cracks per the instructions in S.N. Centrair Service Bulletin (SB) No. 201-07, dated February 14, 1990. (b) Determine that the airbrake handle lower arm has a minimum adequate thickness of 1.5 mm or cannot be inserted into the thickness gauge provided by Centrair per S.N. Centrair SB No. 201-07, dated February 14, 1990. (c) Prior to further flight, replace any distorted, cracked, or undersized parts with serviceable parts in accordance with the applicable manufacturers Maintenance Manual. (d) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30 extension 2710/2711. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to S.N. Centrair Aerodrome FFN 44 36300 La Blanc, France; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6630, AD 90-13-11) becomes effective on July 17, 1990.
2011-12-03: We are adopting a new airworthiness directive (AD) for the Sikorsky Model S-92A helicopters. This AD requires a nondestructive inspection (NDI), eddy current or fluorescent penetrant inspection (FPI), of each main gearbox (MGB) upper housing assembly rib on the left, right, and forward MGB mounting foot at specified intervals based on the MGB upper housing assembly hours time-in-service (TIS). If there is a crack, this AD requires replacing the MGB upper housing assembly with an airworthy MGB upper housing assembly. This AD is prompted by a report of a crack found on the MGB upper housing assembly left mounting foot forward rib that cannot be detected visually. We are issuing this AD to prevent loss of the MGB and subsequent loss of control of the helicopter.
76-12-02: 76-12-02 BELL: Amendment 39-2638. Applies to Bell Models 47B, 47B-3, 47D, 47D-1, 47E, 47G, 47G-2, and 47H-1 helicopters certificated in all categories. Compliance required as indicated. To prevent possible fatigue failure of the tail rotor yoke, Part Number 47-641-057-9, remove and replace tail rotor yokes having Serial Numbers SR29-50501 through SR29-50507, SR-29-50509 through SR29-50528, SR29-50530 through SR29-50533, SR29-50535 through SR29-50537, SR29-50539 through SR29-50544, and SR29-50546 through SR29-50554, as specified below. (a) Replace those yokes with 390 or more hours' total time in service on the effective date of this AD, within 10 hours' time in service. (b) Replace those yokes with less than 390 hours' total time in service on the effective date of this AD, prior to accumulating 400 hours' total time in service. (c) Compliance with Bell Helicopter Company Service Bulletin Number 47-05-73-1, Revision A, dated November 18, 1975, fulfills compliance with this AD. (d) The requirements of this AD do not affect other Model 47 series helicopter tail rotor yokes. This amendment becomes effective July 14, 1976.
96-17-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100 and -200 series airplanes, that requires inspections to detect cracking of the support fittings of the Krueger flap actuator and, if necessary, replacement of existing fittings with new steel fittings and modification of the aft attachment of the actuator. This amendment is prompted by reports of cracking due to fatigue and stress corrosion of the support fittings of the Krueger flap actuator. The actions specified by this AD are intended to prevent such cracking, which could result in fracturing of the actuator attach lugs, separation of the actuator from the support fitting, severing of the hydraulic lines, and resultant loss of hydraulic fluids. These conditions, if not corrected, could result in possible failure of one or more hydraulic systems, and subsequent reduced controllability of the airplane.
2010-24-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires adding two new indicator lights on a certain panel to inform the captain and first officer of a low pressure condition in the left and right override/jettison pumps of the center wing tanks. This AD also requires replacing the left and right override/jettison switches on the M154 fuel control module on the P4 panel with improved switches and doing the associated wiring changes. This AD also requires, for certain airplanes, installation of a mounting bracket for the new indicator lights. This AD also requires a revision to the maintenance program to incorporate airworthiness limitation No. 28-AWL-22. This AD also requires a revision to the airplane flight manual to advise the flightcrew what to do in the event that the pump low pressure light on the flight engineer's panel does not illuminate when the pump is selected off. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent uncommanded operation of the override/jettison pumps of the center wing tanks, and failure to manually shut off the override/ jettison pumps at the correct time, either of which could lead to an ignition source inside the center wing tank. This condition, in combination with flammable fuel vapors, could result in a center fuel tank explosion and consequent loss of the airplane.
2011-08-51: We are adopting a new airworthiness directive (AD) for the products listed above. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires repetitive external eddy current inspections of the lap joints at stringers S-4R and S-4L, along the entire length from body station (BS) 360 to BS 908. If a crack indication is found, the AD requires either confirming the crack by doing internal eddy current inspections, or repairing the crack. As an alternative to the external eddy current inspections, the AD provides for internal eddy current and detailed inspections for cracks in the lower skin at the lower row of fasteners at stringers S-4L and S-4R. This AD was prompted by a report indicating that a Model 737-300 series airplane experienced a rapid decompression when the lap joint at stringer S-4L between BS 664 and BS 727 cracked and opened up due to cracking in the lower skin at the lower row of fasteners. We are issuing thisAD to detect and correct such cracking, which could result in an uncontrolled decompression of the airplane.
96-16-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 727-100 and -200 series airplanes. This action requires an inspection to detect discrepancies of internal wires and electrical components of the control box of the main deck cargo door; modification of the wiring and components of the control box of the main deck cargo door; and a revision of the Airplane Flight Manual to impose an operational limitation of the motor pump power relay and pump motor. This amendment is prompted by results of an engineering review of the wiring diagram of the main deck cargo door installations, which revealed potential failures of the control box and hydraulic pump assembly installed in accordance with the STC. The actions specified in this AD are intended to prevent such failures, which could result in an inadvertent opening of the main deck cargo door during flight, with resultant major structural damage and possible reduced controllabilityof the airplane.
52-04-05: 52-04-05 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than November 1, 1952. Install an engine oil quantity indicating system. (Trans World Airlines Engineering Order No. 5789 covers this same subject.)
96-16-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (military) airplanes, that currently requires repetitive inspections to detect fatigue cracking in the area of the attach tees of the ventral aft pressure bulkhead. This amendment requires revised inspection and repair procedures, and provides for terminating action. It also deletes Model MD-88 airplanes from the applicability of the rule. This amendment is prompted by reports of fatigue cracking found in the subject area. The actions specified by this AD are intended to prevent the propagation of fatigue cracking, which could lead to structural failure of the ventral aft pressure bulkhead and subsequent rapid depressurization of the airplane.
2011-10-17: We are superseding three existing airworthiness directives (ADs) that apply to 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: The airworthiness limitations applicable to the Damage Tolerant Airworthiness Limitation Items (DT ALI) are currently listed in Airbus ALI Documents, which are referenced in the A300, A310, and A300-600 Airworthiness Limitations Section (ALS) Part 2. Airbus has recently revised the ALI Documents, which have been approved by the European Aviation Safety Agency (EASA). * * * * * The actions contained in these revised documents, which introduce more restrictive maintenance requirements and/or airworthiness limitations, have been identified as mandatory actions for continued airworthiness. * * * The unsafe condition isfatigue cracking, damage, or corrosion in principal structural elements, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
83-15-07 R1: 83-15-07 R1 ROBINSON HELICOPTER COMPANY: Amendment 39-4762. Applies to Model R-22 series helicopters, certificated in all categories. Compliance is required as indicated (unless already accomplished). To detect cracks and to prevent possible fatigue failure of main rotor blades, accomplish the following prior to further flight after the effective date of this AD: (a) Conduct an inspection of the main rotor blades to determine the serial number of the installed main rotor blades. (b) Remove from service all Robinson main rotor blades P/N A016-1 Revision "W." Revision "W" main rotor blades have S/Ns 0600 through 0810. NOTE: Section 9.100 of the R-22 Maintenance Manual contains pertinent assembly/disassembly instructions, and Robinson Helicopter Company Bulletin No. 33 dated July 25, 1983, contains the same instructions as this airworthiness directive as well as shipping/warranty information. Main rotor blades removed by (b) should be either cut up in accordance with Robinson Helicopter Company Service Bulletin No. 33 or marked "UNAIRWORTHY" on both surfaces at approximately mid-span with lettering at least 2 inches high and "UNAIRWORTHY" impressed on the data plate using a metal stamp. (c) Equivalent means of compliance with the AD may be used when approved by the Manager, Western Aircraft Certification Field Office, FAA, P.O. Box 92007, Worldway Postal Center, Hawthorne, California 90009-2007. This amendment becomes effective November 21, 1983, as to all persons except those persons to whom it was made immediately effective by priority letter AD 83-15-07, issued July 28, 1983, which contained this amendment.
2010-06-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2010-06-51 that was sent previously to all known U.S. owners and operators of The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes by individual notices. This AD requires doing a detailed inspection of the inboard and outboard aft attach lugs of the left and right elevator control tab mechanisms for gaps between the swage ring and the aft attach lug, and between the spacer and the aft attach lug; trying to move or rotate the spacer using hand pressure; and replacing any discrepant elevator tab control mechanism, including performing the detailed inspection on the replacement part before and after installation. This AD is prompted by a report of failure of the aft attach lugs on the left elevator tab control mechanism, which resulted in severe elevator vibration. We are issuing this AD to detect and correct a loose bearing in the aft lug of the elevator tab control mechanism, which could result in unwanted elevator and tab vibration. The consequent structural failure of the elevator or horizontal stabilizer could result in loss of aircraft control and structural integrity.
2011-10-09: We are superseding an existing airworthiness directive (AD) for Cessna Aircraft Company (Cessna) 150, 152, 170, 172, 175, 177, 180, 182, 185, 188, 190, 195, 206, 207, 210, T303, 336, and 337 series airplanes. That AD currently requires repetitive inspections and replacement of parts, if necessary, \n\n((Page 27866)) \n\nof the seat rail and seat rail holes; seat pin engagement; seat rollers, washers, and axle bolts or bushings; wall thickness of roller housing and the tang; and lock pin springs. This new AD requires retaining all of the actions from the previous AD and adding steps to the inspection procedures in the previous AD. This AD was prompted by added steps to the inspection procedures, added revised figures, and clarification of some of the existing steps. We are issuing this AD to prevent seat slippage or the seat roller housing from departing the seat rail, which may consequently cause the pilot/copilot to be unable to reach all the controls. This failure could leadto the pilot/copilot losing control of the airplane.
2011-10-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Since 2004, more than 30 reports have been received of in-flight loss of a rear passenger door on Diamond aeroplanes, the majority of which were DA 40. In additional, at least 18 doors have been replaced because of damage found on the hinge. Diamond Aircraft Industries conducted analyses and structural tests to determine the root cause of the door opening in flight. The conclusions were that the primary locking mechanism provided adequate strength to react to the loads in flight. It was also determined that the root cause was the crew not properly securing the rear passenger door by the main locking mechanism, prior to flight. Damage to the hinges has been caused primarily by external loads (wind gust conditions) while the aeroplane was parked. All DA 40 and DA 42 aeroplanes have a system installed that provides a warning if the main door latch is not fully closed and a secondary safety latch (with retaining bracket) design feature. The initial intended design function of the latch was to hold the rear passenger door in the ``near closed'' position while on the ground, protecting the door from wind gusts. However, the original retaining bracket Part Number (P/N) DA4-5200-00-69 might not hold the door in this ``near closed'' position while in flight. * * * This condition, if not corrected, could result in the rear passenger door opening and departing the aeroplane in flight. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-15-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain propeller blades, identified by serial number, installed on Hartzell Propeller Inc. HC-B3TN, HC- B5MP, HC-E4A, and HC-D4N series propellers. This action requires, within specified hours time in service after the effective date of this AD, a one-time fluorescent dye penetrant inspection of a twelve-inch long area on both the face and camber sides of propeller blade shanks for forging flaws or cracks, and replacement of defective propeller blades with serviceable parts. In addition, this action requires this inspection prior to further flight for propellers that experience sudden or unusual vibration. This amendment is prompted by a report of an inflight propeller blade separation. The actions specified in this AD are intended to prevent propeller blade separation caused by propeller blade shank cracks emanating from forging flaws, which could result in loss of control of the aircraft.
96-15-03: This amendment supersedes an existing Airworthiness Directive (AD), applicable to Sikorsky Aircraft Model S-76B helicopters, that requires an inspection of the drive shaft for cracks or loose balance weights. This amendment also supersedes a Priority Letter AD that currently requires repetitive inspections for cracks in the driveshaft in helicopters with certain engine drive shaft assemblies (drive shafts) installed. This amendment is prompted by a report of a fatigue crack found in a drive shaft that was caused by fretting of a balance weight rivet washer. The actions specified by this AD are intended to prevent failure of the drive shaft, loss of power to the rotor system, and a subsequent forced landing of the helicopter.
83-14-03: 83-14-03 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 4683. Applies to Models P68 and P68B (all serial numbers (SN) up to 128, excluding SNs 40, 112, 125, 126 and 127) airplanes certificated in any category. Compliance: Required within the next 100 hours after the effective date of this Airworthiness Directive (AD), unless already accomplished. To prevent failure of the fin rear spar, accomplish the following: a) Install fin spar reinforcement in accordance with Partenavia Costruzioni Aeronautiche S.p.A. Service Bulletin (SB) No. 34, Rev. 1, dated February 15, 1978, and Drawing No. R.0007, dated December 23, 1977. b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on August 19, 1983.
2010-07-06: 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: There has been an incident during a production flight test where the proximity-sensor electronic unit (PSEU) failed. This resulted in unannunciated loss of: Wheel brakes below 10 knots; Thrust reverser; Nose wheel steering; and Auto-deployment of the multi-function spoilers. A similar condition, if not corrected, may result in reduced controllability of the aircraft upon landing and possible overrun of the runway. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
93-02-04: 93-02-04 DE HAVILLAND: Amendment 39-8486. Docket No. 91-CE-48-AD. Supersedes AD 77-03-07, Amendment 39-3100. Applicability: Model DHC-6-1/100/200/300 airplanes (serial numbers 2 through 494, 497 through 503, 505, and 507), certificated in any category, that have not incorporated Modification 6/1594 in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland Service Bulletin (SB) 6/348, which incorporates the following pages: Pages Revision Level Date 5-8, 13-16, and 23-25 Original July 16, 1976 9-12, and 17-22 Revision A August 30, 1976 1-4 Revision C July 15, 1977 Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent failure of the elevator support assembly, which could result in loss of control of the airplane, accomplish the following: (a) Within the next 25 hours time-in-service (TIS), unless already accomplished within the last 175 hours TIS, and thereafter at intervals not to exceed 200 hours TIS until Modification No. 6/1594 is incorporated as specified in paragraph (b) of this AD, accomplish the following: (1) Visually inspect the floor structure channel members, part numbers C6FS1229-37 and C6FS1229-31, for cracks in the area around the lower pivot bearing housing in accordance with the instructions in Part A of de Havilland SB No. 6/348. If cracks are found, prior to further flight, repair or replace any cracked components in accordance with Part B or C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348. (2) Visually inspect the top and bottom flanges of the hydraulic hand pump fitting, part number C6FSM1293-27, for cracks immediately behind the front bolt boss in accordance with Part A of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348. If cracks are found, prior to further flight, repair or replace in accordance with Part B or C of the instructions in de Havilland SB No. 6/348. (3) If the replacement requirements of paragraphs (a)(1) and (a)(2) of this AD are accomplished in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348, then the inspection requirements of this AD are no longer required. (b) Within the next 2,400 hours TIS, unless already accomplished as specified in paragraph (a)(3) of this AD, incorporate Modification 6/1594 in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 6/348. This modification is considered terminating action for the inspection requirements of this AD. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, New York Aircraft Certification Office, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. (e) The inspections and modification required by this AD shall be done in accordance with de Havilland Service Bulletin 6/348, which consists of the following effective pages: Pages Revision Level Date 5-8, 13-16, and 23-25 Original July 16, 1976 9-12, and 17-22 Revision A August 30, 1976 1-4 Revision C July 15, 1977 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 de Havilland, Inc., 123 Garratt Boulevard, Downsview, Ontario M3K 1Y5 Canada. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment (39-8486) supersedes AD 77-03-07, Amendment 39-3100. (g) This amendment becomes effective on March 19, 1993.