Results
2011-20-05: This amendment adopts a new airworthiness directive (AD) for the Eurocopter Model EC225LP helicopters. This AD requires inspecting the dome fairing support for a crack at the dome fairing attachment point. If a crack is found, this AD requires replacing the dome fairing support and the associated coning stop support assembly before further flight. If no crack is found, this AD requires repetitive inspections and retorquing the screws at specified intervals. This AD is prompted by the discovery of two fatigue cracks in the dome fairing attachment on the dome fairing support. This condition, if not corrected, could lead to the loss of the dome fairing in flight, causing damage to the helicopter and injury to people on the ground.
86-05-03: 86-05-03 DeHAVILLAND AIRCRAFT OF CANADA, LTD.: Amendment 39-5247. Applies to Model DHC-8-101 airplanes, serial numbers 1 through 24, certificated in any category. To assure structural integrity of the elevator and spring tab, accomplish the following within the next 200 flight hours or 30 days after the effective date of this AD, whichever comes first, unless already accomplished: A. For airplanes, serial numbers 1 through 14, accomplish Modification No. 8/0478 to the elevator mass balance weights as described in deHavilland Aircraft of Canada, Ltd., Service Bulletin No. A8-55-4, dated January 15, 1986. B. For airplanes, serial numbers 15 through 24, the limitation imposed by telegraphic AD T85-26-52, issued January 3, 1986, may be removed from the Airplane Flight Manual when Modification No. 8/0468 to the spring tab and elevator mass balance weights, as described in deHavilland Aircraft of Canada, Ltd., Service Bulletin No. A8-55-3, dated January 3, 1986, has been incorporated. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. 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 deHavilland Aircraft of Canada, Ltd., Garrett Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This supersedes telegraphic AD T85-26-52, dated January 3, 1986. This amendment becomes effective March 24, 1986.
87-08-06: 87-08-06 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5594. Applies to Lockheed Model L-1011-385 series airplanes, equipped with Dynamic Controls Corporation oxygen initiator sequence timer switch(es), P/N's 11035-2/-3, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent malfunction of the passenger oxygen system due to dormant shorted electromagnetic interference filter capacitors in the oxygen initiator sequencer timer switch(es), accomplish the following: A. Within 12 months after the effective date of this airworthiness directive (AD), modify P/N's 11035-2 and -3 oxygen initiator sequencer timer switches in accordance with Part II of the Accomplishment Instructions of Lockheed Service Bulletin 093-35-041, Revision 3, dated November 6, 1986, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, 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 in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective May 5, 1987.
2011-21-06: We are superseding an existing airworthiness directive (AD) that applies 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: * * * BAE Systems (Operations) Ltd has issued Revision 33 of the AMM [airplane maintenance manual] to amend Chapter 05-10-10 by adding one new Structurally Significant Item (SSI) and increasing the repeat inspection period on another SSI. Failure to comply with this revision constitutes an unsafe condition. * * * * * The unsafe condition is failure of certain structurally significant items, including the main landing gear and the nose landing gear, which could result in reduced structural integrity of the airplane; and fuel vapor ignition sources, which could result in a fuel tank explosion and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
86-02-02: 86-02-02 BOEING: Amendment 39-5201. Applies to Model 757 airplanes listed in Boeing Service Bulletin Number 757-25-0047, Revision 1, certificated in any category. To prevent the overloading of the main deck floor as the result of a sudden decompression, accomplish the following within 120 days after the effective date of this AD, unless already accomplished: \n\n\tA.\tInspect and, if necessary, rework and reinstall the cargo compartment blowout panel assemblies in accordance with Paragraph III of Boeing Service Bulletin 757-25-0047, Revision 1, or later FAA-approved revision. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective February 3, 1986.
56-15-02: 56-15-02 BELL: Applies to All Model 47 Series Helicopters Having the 47-150-184-1 or 47-150-184-3 Swashplate Control Ring Installed, Except the Following: Model 47G, Serial Numbers 1378, 1524, 1529 Through 1533 and 1687 and Subsequent. Model 47G2, Serial Numbers 1467, 1469 Through 1471, 1478, 1479, 1481, 1483, 1484, 1487 Through 1499 and 1500 and Subsequent. Model 47H1, Serial Numbers 1347, 1348, 1361, 1366 and Subsequent. Compliance required as indicated. Cracking of the control ring horns in the area of the control horn ears has been found. It is necessary that the following action for the 47-150-184-1 and 47-150-184-3 swashplate control ring, lateral, fore and aft control horns be taken as soon as possible but not later than August 15, 1956: Disconnect the control rods from the swashplate control ring horns and using a 10-power magnifying glass inspect the area around the control horn ears for evidence of cracks. If cracks are found, remove the swashplate and replace immediately. If no cracks are found, remove the sharp edge from the top of the fore and aft control horn between the ears and file a 0.062 inch radius in each corner of the fore and after control horn between the ears before replacing. (Bell Mandatory Service Bulletin No. 108, dated May 1, 1956 covers this same subject.)
2003-03-16: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A330-223, -321, -322, and -323 series airplanes equipped with Pratt & Whitney Model PW4164, PW4168, or PW4168A engines. This action requires modification of the primary structure of the engine pylons, and replacement of the thrust reverser locking actuators with new, improved locking actuators. This action is necessary to prevent reduced structural integrity of the primary structure of the engine pylons, and uncommanded deployment of the thrust reversers, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
69-10-01: 69-10-01 NORTH AMERICAN ROCKWELL: Amendment 39-764. Applies to NA- 265 Series aircraft equipped with main landing gear pistons P/N 174447 (LH), 174448 (RH), 174981 (LH), 174982 (RH), 2573965 (LH), 2573966 (RH), 1127L011-1 (lH), or 1127L011-2 (RH) with serial numbers which have not been altered by the addition of the letter "L", "R", or "T" in accordance with the instructions contained in Los Angeles Division of North American Rockwell Corporation Sabreliner Field Service Bulletin No. 69-2, dated March 31, 1969, or later revision approved by the Chief, Aircraft Engineering Division, FAA, Western Region. Compliance required as indicated, unless already accomplished. To prevent failure of the main landing gear pistons, accomplish the following: PART I (a) Part I of this AD applies to landing gear pistons, P/N 174981 (LH) (Serial Nos. S-132A, S-145, S-148, S-153, S-158, S-162, S-169, and S-172) and 174982 (RH) (Serial Nos. S- 144, S-149, S-154, S-157, S-159, S-161, S-164, S-165, S-166, and S-168). (b) Within 15 hours time in service after the effective date of this AD, accomplish the following: (1) Rework and inspect the lower inside diameter of the piston in accordance with instructions contained in the above mentioned service bulletin No. 69-2, dated March 31, 1969, or later revision approved by the Chief, Aircraft Engineering Division, FAA Western Region; or (2) Replace main landing gear pistons with parts which have been identified in accordance with Service Bulletin 69-2 with the letter "L", "R", or "T" following the serial number on the lower outboard side of the piston, or with another approved piston. PART II (a) Part II of this AD applies to all affected landing gear pistons not listed in Part I above. (b) Within the next 300 hours time in service after the effective date of this AD accomplish the following: (1) Inspect the lower inside diameter of the piston and rework as necessary in accordance with instructions contained in the above mentioned Service Bulletin No. 69-2, dated March 31, 1969, or later revision approved by the Chief, Aircraft Engineering Division, FAA Western Region; or (2) Replace each main landing gear piston with a piston which has been identified in accordance with Service Bulletin No. 69-2 with the letter "L", "R", or "T" following the serial number on the lower outboard side of the piston or with another approved piston. This amendment becomes effective May 9, 1969.
2011-22-01: 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: Analysis of service data carried out by Rolls-Royce Deutschland has shown that the effect of touch-and-go and overshoot on life cycle counting is higher than anticipated. Therefore, the life cycle counting method for touch-and-go and overshoot as defined by the Time Limits Manual needs to be changed to reflect this higher effect on life. We are issuing this AD to prevent failure of high-energy, life-limited parts, uncontained engine failure, and damage to the airplane.
2011-21-09: We are superseding an existing airworthiness directive (AD) that applies 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: One operator reported a failure of the MLG [main landing gear] retraction actuator sliding rod. This incident occurred at a number of operating flight cycles lower than the limit value imposed by the MLG manufacturer. This condition, if not detected and corrected, results in undampened extension of the MLG, leading to higher than usual loads on the MLG attachment. Higher loads affect the structural integrity of the MLG and could lead to MLG failure. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-20-51: We are adopting a new airworthiness directive (AD) for Pratt & Whitney Canada PT6A-15AG, -27, -28, -34, -34AG, -34B, and -36 series turboprop engines. This emergency AD was sent previously to all known U.S. owners and operators of these engines. This AD requires the removal of affected part manufacturer approval (PMA) replacement Timken Alcor Aerospace Technologies, Inc. (TAATI) first stage reduction sun gears and the interacting planet gears, from the propeller reduction gearbox assembly. This AD was prompted by failures of certain PMA replacement first stage reduction sun gears, manufactured by TAATI. We are issuing this AD to correct the unsafe condition on these products.
84-19-04: 84-19-04 TELEDYNE CONTINENTAL: Letter issued September 19, 1984. Applies to Teledyne Continental Motors TSIO-520-BE reciprocating engines incorporating part number 646571-1 fuel pumps of the following serial numbers: Fuel Pump Assembly Serial Number Engine Serial Number (Reference) E108405B 528044 E108406B 528065 E108407B 528056 E108408B 528054 E108409B 528060 E108410B 528062 E108411B 528061 E108412B 528064 E108413B 528049 E158413B 528023 E158414B 528066 E168401B 528068 E168403B 528069 E168404B 528067 F018401B 528073 F081402B 528071 F018403B 528072 F068403B 528070 F158403B 528077 F158405B 528081 F158406B 528079 F188401B 528084 F188405B 528082 F198411B 528085 Compliance is required as indicated unless already accomplished. To prevent loss of fuel pressure from possible failure of the engine driven fuel pump, accomplish the following: Prior to further flight, remove the engine driven fuel pump assembly and replace with a serviceable pump. NOTE: Fuel pumps of the above listed part number and serial numbers may be reinstalled after modification of the drive mechanism by Teledyne Continental Motors. Modified pumps will be identified by a "K" permanently marked in the upper right hand corner of the fuel pump name plate. In addition, temporary identification of the modified pumps is provided by a purple color on the high pressure aneroid housing. Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration. This airworthiness directive becomes effective upon receipt.
70-12-05: 70-12-05 GENERAL DYNAMICS: Amendment 39-1003. Applies to General Dynamics 340 and 440 airplanes including those modified to turbopropeller power. Compliance required as indicated. To detect cracks and prevent failure of the MLG trunnion fitting P/N 340-8510109, accomplish the following: Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 450 hours' time in service, visually inspect MLG trunnion fittings P/N 340-8510109 for crack indications in the outboard fitting face and inboard boss area, primarily in the upper area of the fitting above the boss radius, by dye penetrant inspection procedures, in accordance with General Dynamics 640(340D) Service Bulletin No. 57-4, dated May 25, 1970, or later FAA approved revision or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (a) If no cracks are found, repeat the above inspection procedure atinspection intervals not to exceed 500 hours' time in service from the last inspection. (b) If cracks are found as a result of the above inspections, accomplish one of the following before further flight: (1) If trunnion fitting cracking exceeds two inches or if a crack is found in the trunnion boss face, the fitting must be replaced. (2) If cracking is in excess of one inch in length but less than two inches in length, either replace the fitting or stop-drill using a 0.25 inch drill and reinspect daily for crack growth until the fitting can be replaced. (3) If cracking is one inch in length or less, either replace the fitting or stop- drill using a 0.25 inch drill and reinspect for crack growth at intervals not to exceed 50 hours' time in service. NOTE: Where insufficient clearance precludes the use of a 0.25 inch drill it is permissible to use a 0.1875 inch drill. (c) Replace stop-drilled fittings within 500 hours' time in service from the initial stop-drilling. (d) Any crack progressing beyond a stop-drilled hole may be stop-drilled again if the total crack length is less than two inches. This fitting must be replaced if a crack progresses to two inches or more in length. This amendment becomes effective June 11, 1970.
2003-03-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes, that requires installing speedbrake limitation placards in the flight compartment, and revising the Limitations Section of the Airplane Flight Manual to ensure the flightcrew is advised not to extend the speedbrake lever beyond the flight detent. For certain airplanes, this AD requires modifying the elevator and elevator tab assembly. This action is necessary to prevent severe vibration of the elevator and elevator tab assembly, which could result in severe damage to the horizontal stabilizer followed by possible loss of the elevator tab and consequent loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
97-26-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires a one-time inspection to detect damage of the sleeving and wire bundles of the boost pumps of the numbers 1 and 4 main fuel tanks, and of the auxiliary tank jettison pumps (if installed); replacement of any damaged sleeving with new sleeving; and repair or replacement of any damaged wires with new wires. For airplanes on which any burned wires are found, that AD also requires an inspection to detect damage of the conduit, and replacement of any damaged conduit with a serviceable conduit. This amendment requires repetitive inspections in lieu of the one-time inspection. This amendment also expands the applicability of the existing AD. This amendment is prompted by reports of chafing of the sleeving. The actions specified in this AD are intended to detect and correct abrasion of the Teflon sleeving and wires in the bundles ofthe fuel boost pumps for the numbers 1 and 4 main fuel tanks and of the auxiliary tank jettison pumps (if installed), which could result in electrical arcing between the wires and the aluminum conduit and consequent fire or explosion of the fuel tank.
97-25-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 727 series airplanes. This action requires repetitive inspections to detect cracking of the rear spar web or fuel leakage of the wing center section, and repair, if necessary. This amendment also provides for an optional modification of the rear spar web that constitutes terminating action for the repetitive inspections. This amendment is prompted by several reports of fuel leakage due to cracking of the rear spar web of the wing center section. The actions specified in this AD are intended to detect and correct such cracking of the rear spar web, which could permit fuel leakage into the airflow multiplier, and could result in an electrical short that could cause a fire.
2003-03-19: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747 series airplanes. This action requires a one-time inspection of the fuselage skin of the aft lower body for certain repair doublers, and follow-on inspections and corrective actions if such doublers are installed. For certain airplanes, this action includes optional repetitive inspections of the fuselage skin for scratches or cracking. This action is necessary to find and fix possible fatigue cracking of the fuselage skin concealed under certain repair doublers, which could result in rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
72-03-02: 72-03-02 SIAI-MARCHETTI: Amendment 39-1386. Applies to Model S.205, Serial Numbers 001 through 003, 101 through 104, 106 through 108, 110 through 399, 4-101 through 4- 104, 4-106 through 4-133, 4-135 through 4-165, 4-167 through 4-202, 4-204 through 4-206, 4- 208 through 4-235, 4-237 through 4-252, 4-256 through 4-268, 4-271, 4-273, 4-274, 4-277 through 4-282, 4-285, 5-302, and 5-303; and to Model S.208, Serial Numbers 001 through 003, 1-03 through 1-12, 1-14, 1-15, 2-16 through 2-19, 2-48 through 2-50, 3-100, and 4-51 airplanes. Compliance required as indicated. To prevent structural failure of the wing front spar attachments to the fuselage frame, accomplish the following: (a) For airplanes with 500 or more hours' time in service on the effective date of this AD, within the next 100 hours' time in service after the effective date of this AD comply with paragraph (c). (b) For airplanes with less than 500 hours' time in service on the effective date of this AD, -(1) Within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, until modified in accordance with paragraph (c), visually inspect, using a magnifying glass of at least 5 powers, the wing front spar attachments to the fuselage frame 2BIS, P/N 205-1-043-01, for cracks in accordance with SIAI-Marchetti Service Bulletin No. 205B28, dated May 11, 1971, or an FAA-approved equivalent. If cracks are found during an inspection required by this paragraph, before further flight comply with paragraph (c). (2) Before the accumulation of 600 hours' time in service comply with paragraph (c). (c) Modify both sides of the fuselage frame No. 2BIS, P/N 205-1-043-01, in accordance with SIAI-Marchetti Service Bulletin No. 205B28, dated May 11, 1971, or an FAA- approved equivalent. This amendment becomes effective February 25, 1972.
2011-21-02: 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: During flight tests, unexpected fatigue high loads were measured on the hinges integrated on the 12 o'clock beam which form the upper extreme edge of the thrust reverser unit C duct. This situation, if not corrected, could lead to the separation of the thrust reverser from the aeroplane and therefore to damage of the aeroplane and hazards to persons or property on the ground. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2003-03-20: This amendment adopts a new airworthiness directive (AD), that is applicable to Hartzell Propeller Inc. model HC-C2YR-4CF propellers. This amendment requires the reduction of the original hub and blades certified service (fatigue) life from unlimited hours to 2,000 hours. This amendment is prompted by a reevaluation by Hartzell Propeller Inc. of the original hub and blades service life certification calculations. The actions specified by this AD are intended to prevent fatigue failure of the original propeller hub and blades which may result in loss of airplane control.
2011-21-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing foreign object debris (FOD) rubber shields over the primary and secondary external power connectors for certain airplanes, and wrapping silicone tape around the hydraulic tube for certain other airplanes. This AD was prompted by a report of a fire in the main equipment center due to failure of an external power connector, which \n\n((Page 63164)) \n\ncaused high-temperature arcing and subsequent splatter of molten copper on an adjacent hydraulic tube, creating a hole in the tube and spraying hydraulic fluid into the power connector, resulting in a fire. In addition there were several reports of overheating or arcing of external power connectors, and one report of a fire due to arcing caused by FOD. We are issuing this AD to prevent FOD from entering the primary and secondary external power connectors, which could result in overheating or arcing and consequent fire in the main equipment center.
2003-03-11: This amendment adopts a new airworthiness directive (AD) that is applicable to a certain Air Cruisers Company Emergency Evacuation Slide/Raft System. This amendment requires a one-time unpacking and subsequent repacking of the slide/raft system, identified by serial numbers (SN's), and mandates repacking of all other slide/raft systems of the same design at the next required normal maintenance schedule of the slide/raft system. This amendment is prompted by reports of separation of the lower aspirator during a number of deployments. The actions specified by this AD are intended to prevent failure of the slide/raft to properly inflate, which could impede the emergency evacuation of passengers in the event of an airplane emergency.
69-03-04: 69-03-04 SLINGSBY: Amdt. 39-721. Applies to Slingsby Model T.53B Gliders. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent interference between the elevator control lever and its support bracket, replace the existing bracket P/N 53B-10-81 with new bracket P/N 53B-10-1117 in accordance with Slingsby Technical Instruction No. 36, dated November 1968, or later ARB-approved issued or an FAA approved equivalent. This amendment becomes effective February 14, 1969.
97-24-12: This amendment supersedes an existing airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11 200 and 400 series airplanes, that currently requires a one-time inspection to determine the tension of the control cables of the thrust reversers, and to detect breakage, damage, wear, or signs of corrosion; and corrective actions, if necessary. This amendment requires that the inspections be repeated at certain intervals. 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 control cables, which may lead to the inability of the thrust reverser to deploy and/or an uncommanded deployment of the thrust reverser while the airplane is in flight.
56-26-04: 56-26-04 VICKERS-ARMSTRONG: Applies to All Viscount Model 745D Aircraft. Compliance required as indicated. Service experience has indicated that cracks may develop in certain pre-Modification D.1031 engine nacelle attachment brackets. Accordingly, Vickers-Armstrong (Aircraft) Ltd. issued Preliminary Technical Leaflet No. 111, Issue 1, dated October 19, 1956, covering this subject. The British Air Registration Board considers the inspections recommended therein mandatory, in which the FAA concurs. When brackets to Mod. D.1031 are installed, the special inspections detailed in PTL No. 111 do not apply. This supersedes AD 55-22-05.