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2006-17-13: The FAA is adopting a new airworthiness directive (AD) for certain RECARO Model 3410 302, 303, 306, 307, 314, 316, 317, 791, 792, and 795 series seats. This AD requires replacing the existing attachment bolts for the seat belts with longer attachment bolts. This AD results from a report of short attachment bolts that don't allow enough thread to properly secure the locknuts. We are issuing this AD to prevent a seat belt from detaching due to a loose locknut and attachment bolt, which could result in injury to an occupant during emergency conditions.
98-16-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A310, and A300-600 series airplanes, that requires a one-time operational test of the fire shut-off valves (FSOV s) to determine if the FSOV s are functioning correctly, and replacement of failed parts with new or serviceable parts. 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 FSOV s to close, which could result in failure of the engine fire shut-off system, and consequent inability to extinguish an engine fire.
79-10-15: 79-10-15 CESSNA: Amendment 39-3473 as amended by Amendment 39-3652 is further amended by Amendment 39-3711. Applies to Models 401, 401A, 401B, 402, 402A, 402B, 411 and 411A airplanes. COMPLIANCE: Required as indicated, unless already accomplished. To detect fatigue cracks in critical components of the wing structure, accomplish the following: A) On all 401, 401A, 401B, 402, 402A, and 402B airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 6,400 or more hours' time-in-service, or upon the accumulation of 6,500 hours' time-in-service for aircraft with less than 6,400 hours' time-in-service and at each 1,000 hours' time-in-service interval thereafter, and On all 411 and 411A airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 5,400 or more hours' time-in-service or upon the accumulation of 5,500 hours' time-in-service, for aircraft with less than 5,400 hours' time-in-service and at each 1,000 hours' time-in-service interval thereafter: Inspect areas of the front wing spar lower cap and wing front spar root attach fittings identified as Areas A and B in Figures 1 and 2 of Cessna Multiengine Service Information Letter ME 79-16, Revision 3, dated February 8, 1980, for fatigue cracks using eddy current inspection methods at six (6) locations along the wing front spar lower cap (3 locations on the right wing and 3 identical locations on the left wing) in accordance with Part 2 of the instruction provided in the Service Information Letter. (Note: High frequency eddy current inspection is used for Areas A and B.) B) On all 401, 401A, 401B, 402, 402A and 402B airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 6,400 or more hours' time-in-service, or upon the accumulation of 6,500 hours' time-in-service for aircraft with less than 6,400 hours' time-in-service and at each 400 hours' time-in-service interval thereafter, and On all 411 and 411A airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 5,400 or more hours' time-in-service or upon the accumulation of 5,500 hours' time-in-service for aircraft with less than 5,400 hours' time-in-service and at each 400 hours' time-in-service interval thereafter: Inspect right and left front wing spar lower cap areas identified as Area C (crosshatched areas) in Figure 3 of Cessna Multiengine Service Information Letter ME 79-16, Revision 3, dated February 8, 1980, for fatigue cracks using eddy current inspection methods in accordance with Part 3 of the instructions provided in said Service Information Letter. (Note: Low frequency eddy current inspection is used for Area C.) NOTE: Inspections previously accomplished in complying with earlier versions of this AD are still valid and Revision 3 to ME 79-16 leaves inspection intervals unchanged. C) If cracks are found as a result of anyinspection performed pursuant to Paragraphs A and B of this AD, prior to further flight, contact Cessna Aircraft Corporation for repair or replacement instructions approved in accordance with its Delegation Option Authorization and satisfactorily perform said instructions. D) As an alternative, inspection intervals set forth in Paragraphs A and B of this AD may be adjusted up to maximum intervals of 1,050 and 420 hours' time-in-service respectively to allow said inspections to be performed at regularly scheduled inspections or maintenance periods. The 1,000 hours repetitive inspections required by Paragraph A may be accomplished at 800 hour intervals (every other 400 hour inspection required by Paragraph B) if owners/operators elect to do so. If Paragraph A inspections are performed at 800 hour intervals, the interval may be adjusted up to a maximum of 840 hours' time-in-service to permit accomplishment at previously scheduled maintenance inspections or maintenance periods.E) When the front wing spar lower cap is modified by the installation of Cessna Service Kit SK402-36 or SK411-56, as appropriate, per Cessna Multi-engine Service Information Letter ME 79-16, Revision 3 dated February 8, 1980, the repetitive inspection made mandatory by Paragraph B) of this AD are no longer required. NOTE: Airplanes so modified may be subject to new mandatory inspection procedures at a later date. F) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the inspections required by this AD can be performed. G) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: Cessna Aircraft Company requests, in Part 5 of ME 79-16, Revision 3, reporting of the initial inspection results to their Customer Service Department. The FAA encourages mechanics and owners/operators to comply with this request to facilitate the manufacturer's monitoring of this inspection program. This AD supersedes AD 77-02-05, Amendment 39-2815 (39 FR 20784). Amendment 39-3473 became effective May 25, 1979. Amendment 39-3652 became effective December 26, 1979. This amendment 39-3711 becomes effective February 27, 1980.
98-17-15: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-17-15 which was sent previously to all known U.S. owners and operators of Sikorsky Aircraft Corporation Model S-76A, B, and C helicopters by individual letters. This AD requires, before further flight, a one-time visual inspection of the swashplate assembly uniball bearing retainer (retainer) for missing bolts, an inspection with a magnet to detect aluminum bolts, and replacing missing or aluminum bolts with airworthy steel bolts. This amendment is prompted by reports of the installation of aluminum bolts on swashplate assemblies. This condition, if not corrected, could result in failure of the swashplate assembly, loss of the main rotor, and subsequent loss of control of the helicopter.
98-12-31: This action confirms the effective date of Airworthiness Directive (AD) 98-12-31, which applies to certain British Aerospace Jetstream Model 3101 airplanes. AD 98-12-31 requires repositioning the fuel cross feed pipes in the lower center fuselage to give an overall clearance of 2 inches when measuring from the bottom of Frame Station 223. This AD was the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified in this AD are intended to prevent the fuel pipe from fracturing during a wheels up landing because of the positioning of the fuel cross feed pipes, which could result in an airplane fire.
2019-07-02: We are adopting a new airworthiness directive (AD) for certain Robinson Helicopter Company (Robinson Helicopter) Model R66 helicopters. This AD requires inspecting the oil tank outlet's fitting color. If the fitting is blue, this AD requires replacing the tank with an oil tank that lacks a blue fitting. This AD also requires determining the revision letter on the ink stamp, and installing an oil tank angle based on that determination. This AD was prompted by reports of broken oil tank internal baffles. The actions of this AD are intended to correct an unsafe condition on these products.
95-08-07: 95-08-07 AIRBUS INDUSTRIE: Amendment 39-9196. Docket 95-NM-41-AD. Applicability: All Model A310 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (e) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent impeding evacuation during an emergency due to seized bearings on the lower shaft of the mechanism inside the emergency exit door, which would make the door control handle difficult to lift, accomplish the following: (a) Within 60 days after the effective date of this AD, measure the amount of force required to move the interior control handle of the emergency exit doors, in accordance with Airbus All Operators Telex (AOT) 52 08, Revision 1, dated December 1, 1994. (b) If the force required to move the interior control handle of the door is equal to or does not exceed 20 daN (45 foot-pounds), no further action is required by this paragraph for that door. (c) If the force required to move the interior control handle of the door exceeds 20 daN (45 foot-pounds), prior to further flight, perform a full functional test of the emergency exit doors to measure the amount of force required to open the doors, in accordance with the AOT. (1) If the force required to open the door is equal to or does not exceed 20 daN (45 foot-pounds), no further action is required by this paragraph for that door. (2) If the force required to open the door exceeds 20 daN (45 foot-pounds), prior to further flight, perform a visual inspection to detect discrepancies of the mechanism inside the door, in accordance with the AOT. (i) If no discrepancy is found, prior to further flight, replace seized bearings with new or serviceable bearings, in accordance with the AOT. (ii) If any discrepancy is found, prior to further flight, repair the discrepancy in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) Within 10 days after accomplishing the inspection required by paragraph (a) of this AD, submit a report of the findings of discrepancies to the Airbus Industrie, Engineering Services, Attention: Mr. R. Filaquier, AI/SE E121, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (e) 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, Standardization Branch, ANM-113. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued for non-revenue bearing flights in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The measurements, functional test, inspections, and replacement shall be done in accordance with Airbus All Operators Telex 52 08, Revision 1, dated December 1, 1994. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on May 2, 1995.
87-25-11: 87-25-11 BRITISH AEROSPACE: Amendment 39-5798. Applies to all Model H.S. 748 series airplanes, as listed in the BAe Service Bulletin 27/110, dated November 1986, certificated in any category. Compliance is required within 60 days after the effective date of this AD unless previously accomplished. To prevent interference caused by loose bearings, accomplish the following: A. Inspect the bearing installations of the rudder spring tab, flap torque shaft assemblies, and flap interference roller in accordance with BAe Service Bulletin 27/110, dated November 1986. Any bearing installation found to be loose must be repaired prior to further flight, in accordance with the BAe service bulletin. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this proposal 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, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective January 25, 1988.
2000-18-52: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2000-18-52 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI)-manufactured Model OH-13E, OH-13H, and OH-13S helicopters by individual letters. This AD requires a liquid penetrant or eddy current inspection of the threads on each main rotor blade grip (grip) for a crack. The inspections must be accomplished within 100 hours time-in-service (TIS) since initial installation on any helicopter or within 10 hours TIS for grips with 100 or more hours TIS and thereafter at intervals not to exceed 200 hours TIS. This AD also establishes a retirement life of 1200 hours TIS for affected grips. This amendment is prompted by the results of an investigation of an August 1998 accident in which a grip failed on a BHTI Model 47G-2 helicopter due to a fatigue crack. The OH-13E, OH-13H, and OH-13S helicopters use the same grips as the Model 47G-2 helicopters. The actions specified by this AD are intended to prevent failure of a grip, loss of a main rotor blade, and subsequent loss of control of the helicopter.
99-23-04: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron Canada (BHTC) Model 222, 222B, and 222U helicopters. This action requires verifying the torque on each vertical fin attachment bolt (bolt); inspecting the vertical fin and tailboom fittings for cracks, elongation of bolt holes, distortion and corrosion; and re-verifying the torque on the bolts after inspecting the fittings. This amendment is prompted by a report of a loose vertical fin, which was discovered during a post-flight inspection. The actions specified in this AD are intended to prevent loss of torque of the bolts, which could lead to fracture of the bolts, separation of the vertical fin from the helicopter, and subsequent loss of control of the helicopter.