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83-05-05: 83-05-05 BRITISH AEROSPACE: Amendment 39-4578. Applies to BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracking of the windshield glazing frame and prevent possible failure of the adjacent fuselage frame, accomplish the following: A. For airplanes that have accumulated less than 25,000 total landings on the effective date of this AD, comply with the following: 1. Prior to the accumulation of 15,000 landings or within the next 500 landings after the effective date of this AD, whichever occurs later, unless accomplished within the previous 2,000 landings, visually inspect the windshield glazing frame for cracks internally and externally in accordance with the instructions contained in paragraph 4 entitled "Guidance to Operators" of British Aerospace Alert Service Bulletin 53-A-PM5425, Issue 3, dated February 20, 1978 (hereinafter referred to as the service bulletin).2. Repeat the inspection specified in paragraph A.1. of this AD at intervals not to exceed 2,500 landings from the last inspection until 25,000 landings are accumulated and thereafter comply with the inspection interval specified in paragraph B. of this AD. B. For airplanes that have accumulated 25,000 landings or more on the effective date of this AD, inspect the area in accordance with paragraph 4 entitled "Guidance to Operators" of the service bulletin within the next 400 landings after the effective date of this AD, unless accomplished within the last 800 landings, and thereafter continue to inspect the area at intervals not to exceed 1,200 landings from the last inspection. C. If cracks are found during any inspection required by this AD that do not extend forward of the cutouts for the windshield wiper shafts, accomplish the repair modification specified in BAC Modification PM2857, Part (a). 1. Within the next 750 landings after discovery of the cracks onairplanes with less than 25,000 landings at the time of the inspection. 2. Within the next 250 landings after discovery of the cracks on airplanes with 25,000 or more landings at the time of the inspection. D. If cracks are found during any inspection required by this AD that extend forward of the cutouts for the windshield wiper shafts (refer to Figure 1 of the service bulletin), accomplish the repair modification specified in BAC Modification PM2857, part (a), prior to further flight. E. Incorporation of BAC Modification PM2857, Part (a), or PM3346 or PM5525 eliminates the repetitive inspection requirement of this AD and constitutes terminating action. F. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. G. 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. H. For the purpose of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's time in service by the operator's fleet average from takeoff to landing for the airplane type. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). This amendment becomes effective April 4, 1983.
2001-18-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-18-51, which was sent previously to all known U.S. owners and operators of Eurocopter France (ECF) Model SA.315B, SA.316C, SA 3180, SA 318B, SA 318C, SA.319B, SE.3160, and SA.316B helicopters by individual letters. This AD requires, within 10 hours time-in-service (TIS), inspecting the magnetic drain plug and the main gear box (MGB) filter for a rust-colored deposit, inspecting the MGB to determine the angular displacement on the MGB output flange, and periodically examining oil samples. If a rust-colored deposit is found on the drain plug or filter, if the oil is rust-colored, or if the angular displacement is 1 millimeter (0.039 inch) or more, this AD requires replacing the MGB with an airworthy MGB before further flight. Repairing or overhauling the gearbox, or re-identifying certain gearboxes that have already been appropriately overhauled, is terminating action forthe requirements of this AD. This AD is prompted by an accident of an ECF Model SA.315B helicopter that lost power to the tail rotor. The loss of power to the tail rotor was due to wear of the splines of the output bevel drive pinion in the MGB. The actions specified by this AD are intended to prevent a loose splined coupling, spline wear, loss of power to the tail rotor, and subsequent loss of control of the helicopter.
2025-11-12: The FAA is superseding Airworthiness Directive (AD) 2020-03- 14, which applied to all Airbus SAS Model A350-941 and -1041 airplanes. AD 2020-03-14 required an inspection of affected crew oxygen cylinder assemblies for any discrepancy and replacement of discrepant crew oxygen cylinder assemblies with serviceable parts, and allowed installation of affected parts under certain conditions. Since the FAA issued AD 2020-03-14, the supplier introduced an improved crew oxygen cylinder assembly, that will ensure the correct function of the system. This AD continues to require the actions in AD 2020-03-14, requires replacement of all affected parts with redesigned parts, and also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2005-14-10: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas transport category airplanes. That AD currently requires implementation of a program of structural inspections to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This new AD requires implementation of a program of structural inspections of baseline structure to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This AD is prompted by a significant number of these airplanes approaching or exceeding the design service goal on which the initial type certification approval was predicated. We are issuing this AD to detect and correct fatigue cracking that could compromise the structural integrity of these airplanes.
2017-06-01: We are superseding Airworthiness Directive (AD) 2017-03-04, which applied to all The Boeing Company Model 737-500 series airplanes. AD 2017-03-04 required inspections to detect cracks in the fuselage skin panels, permanent repairs of time-limited repairs, skin panel replacement, and related investigative and corrective actions if necessary. This AD reduces the applicability of AD 2017-03-04. This AD was prompted by a determination that airplanes were inadvertently included in the applicability of AD 2017-03-04. We are \n\n((Page 14430)) \n\nissuing this AD to address the unsafe condition on these products.
2025-11-11: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2C10 (Regional Jet Series 700, 701, and 702), CL-600-2C11 (Regional Jet Series 550), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a determination that new or more restrictive aircraft maintenance manual (AMM) tasks are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive AMM tasks, as specified in a Transport Canada, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2001-20-14: This amendment adopts a new airworthiness directive (AD) that applies to certain Fairchild Aircraft SA226 and SA227 series airplanes. This AD requires you to replace the brake shuttle valves with parts of improved design and install a shield over the hydraulic lines. This AD also requires replacing the rubber fuel hose with a metal device for certain SA226 series airplanes. This AD is the result of a report of a wheel brake system malfunction caused by a faulty brake shuttle valve. The actions specified by this AD are intended to correct potential brake shuttle valve problems, which could cause the brake assembly to drag and overheat. Hydraulic or fuel line damage could then occur if the overheated brake assembly is retracted into the main wheel well, with a consequent fire if the hydraulic or fuel lines ruptured.
51-04-01: 51-04-01 MARTIN: Applies to All Model 202 Aircraft. Compliance required not later than April 1, 1951. In order to eliminate a fire hazard due to the possibility of flow from the tank to the engine compartment in case of the failure of the carburetor vapor vent return line, install a swing type check valve at each fuel tank where the vapor vent line attaches to the tank so that flow can take place only toward the fuel tank. (Martin Service Bulletin No. 138, dated November 30, 1950, covers this same subject.)
80-12-02 R1: 80-12-02 R1 MCDONNELL DOUGLAS: Amendment 39-3785 as amended by Amendment 39-5499. Applies to McDonnell Douglas Model DC-6, -6A, -6B, R6D, and C-118 (Military) series airplanes, certificated in any category, with 30,000 hours or more total time-in-service. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss in strength capability of the wing due to lower wing fitting, stringer and skin cracks, accomplish the following: \n\n\t(a)\tWithin the next ten hours' time in service after the effective date of this AD, or within 25 hours' time in service from the last inspection conducted in accordance with this paragraph and thereafter at intervals not to exceed 25 hours' time in service, until inspected in accordance with paragraph (c), inspect by dye penetrant or equivalent the left and right hand wing lower surface six inches inboard and outboard of wing stations 96, 127, 138 and 179 from the front spar to the center spar. \n\n\t(b)\tIf cracks are found, before further flight, \n\n\t\t(1)\tAccomplish the inspection required by paragraph (c), and \n\n\t\t(2)\tRepair cracks in accordance with Douglas Structural Repair Manual or other repair data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t(3)\tAt intervals not to exceed 500 hours' time in service from the last inspection in accordance with paragraph (c) repeat the inspections required by paragraph (c). \n\n\t(c)\tWithin 100 hours' time in service after the effective date of this AD, unless previously accomplished within the last 400 hours' time in service and thereafter at intervals not to exceed 500 hours' time in service from the last inspection required by this paragraph, using procedures approved by FAA Principal Maintenance Inspector, \n\n\t\t(1)\tInspect by X-ray the left and right wing lower skin, stringers, and fittings between wing station 60 to 130 and 167 to 185, from the front spar to the center spar; and inspect by X-ray the wing skin that lies beneath the skate angle at wing station 130 at the inboard edge of the inboard nacelle, both left and right wing, in accordance with Douglas Aircraft Company Report MDC-J1946, "NDI Inspection Techniques for DC-6 Lower Wing Skin at Station 130," Revision "A", dated July 26, 1985, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t(2)\tClean and visually inspect with a 4X magnification in the nacelle area internally between wing stations 130 and 167, from the front spar to the center spar, and \n\n\t\t(3)\tClean and inspect by dye penetrant or equivalent external skin surface six inches inboard and outboard of wing station 96, from the front spar to the center spar. \n\n\t\t(4)\tThe interval for conducting the X-ray inspection in paragraph (c)(1), above, may be extended from 500 to 1000 hours time-in-service from the last X-ray inspection, provided that the visual inspection specified in paragraph (c)(2),above, is extended to cover wing stations 60 to 185 from the front spar to the center spar, when the X-ray inspection is not accomplished. \n\n\t\t(5)\tRepair cracks prior to further flight in accordance with Douglas Structural Repair Manual or other repair data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(d)\tAlternate 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, Cl-750 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, orthe Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-3785 superseded emergency telegraphic AD T80WE-18. \n\n\tAmendment 39-3785 became effective June 9, 1980. \n\n\tAmendment 39-5499 became effective January 28, 1987. \n\n\tThis action corrects Amendment 39-5499 (51 FR 46602; December 24, 1986). \n\n\tThis correction becomes effective April 21, 1987.
2023-01-12: The FAA is adopting a new airworthiness directive (AD) for all Safran Helicopter Engines, S.A. (Safran) Arriel 1C, Arriel 1C1, and Arriel 1C2 model turboshaft engines. This AD was prompted by reports of false engine fire warnings. This AD requires replacing the affected fire detectors, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected fire detectors. The FAA is issuing this AD to address the unsafe condition on these products.
2017-05-11: We are superseding Airworthiness Directive (AD) 2012-08-11 for certain Bombardier, Inc. Model DHC-8-400 series airplanes. AD 2012-08- 11 required repetitive inspections for defects and damage of the retract port flexible hoses on the main landing gear (MLG) retraction actuators, and replacement if necessary. This AD continues to require the actions in AD 2012-08-11, requires reorientation of the retraction actuator of the MLG, and removes airplanes from the applicability. This AD was prompted by test results that showed that failure of a retract port flexible hose of a MLG retraction actuator could cause excessive hydraulic fluid leakage. We are issuing this AD to address the unsafe condition on these products.
78-12-03: 78-12-03 BRITISH AIRCRAFT CORPORATION: Amendment 39-3231. Applies to Model BAC 1-11 400 Series Airplanes, certificated in all categories. Compliance required as indicated. To detect cracks in the nose landing gear sustaining ram P/N AK44 A103 or P/N AK 44 A853, as applicable, accomplish the following: (a) For airplanes on which nose landing gear sustaining ram P/N AK 44 A103 is installed, prior to accumlating 4500 landings on the ram or within 500 landings after the effective date of this AD, whichever occurs later, unless accomplished within the last 500 landings, and thereafter at intervals not to exceed 1000 landings from the last inspection, inspect in accordance with paragraph (c) of this AD. (b) For airplanes on which nose landing gear sustaining ram P/N AK44 A853 is installed, prior to accumulating 4500 landings or within 500 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1000 landings fromthe last inspection, inspect in accordance with paragraph (c) of this AD. (c) Inspect nose landing gear sustaining ram, P/N AK44 A103 or AK44 A853, as applicable, for cracks using a permanent magnet and detection ink in accordance with the procedure outlined in sections 2.1.1 and 4.1 of British Aircraft Corporation Alert Service Bulletin No. 32-A-PM3509, issue 5, dated March 23, 1977, (service bulletin) or an FAA-approved equivalent. (d) If during the inspection required by paragraph (c) of this AD, cracks are found which exceed 2-1/2 inches in length around the circumference of the ram, before further flight, replace the ram P/N AK44 A103 or AK44 A853 with a serviceable part of the same part number, or with P/N AK44 A987 in accordance with Modification PM5227 referred to in the service bulletin. If P/N AK44 A103 or AK44 A853 rams are used as replacements, inspect the replacement rams in accordance with paragraph (c) prior to accumulating 4500 landings on the part and thereafter at intervals not to exceed 1000 landings from the last inspection. (e) If, during the inspection required by paragraph (c) of this AD, cracks are found which do not exceed 2-1/2 inches in length around the circumference of the ram, such cracks may be blended out in accordance with and within the limitations of section 2.1.4 of the service bulletin or an FAA-approved equivalent. Sustaining rams reworked in this manner must be shot peened and reprotected in accordance with section 2.1.5 of the service bulletin or an FAA-approved equivalent, and the ram must continue to be inspected in accordance with paragraph (c) of this AD at intervals not to exceed 1000 landings. If the cracks cannot be blended out within the specified material limitations, the ram must be replaced before further flight in accordance with paragraph (d) of this AD. (f) The repetitive inspections of the nose landing gear sustaining ram as specified in this AD may be terminated upon embodiment of BAC Modification PM5227 which introduces ram P/N AK44 A987 or an FAA-approved equivalent. (g) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, where the number of landings has not been recorded for the parts affected by this AD, the number of landings may be determined by dividing the number of flight hours time in service since installation of the part by the operator's fleet average time from takeoff to landing for the airplane type. This supersedes Amendment 39-697 (33 FR 18695), AD-68-26-04. This amendment becomes effective July 10, 1978.
2001-20-17: This amendment supersedes an existing airworthiness directive (AD), applicable to all EMBRAER Model EMB-120 series airplanes, that currently requires revising the Airplane Flight Manual, installing a placard on the main instrument panel, and removing the "LIGHT-HEAVY" inflation switch of the leading edge deicing boots. This amendment continues to require those actions and adds requirements to install a low speed alarm for icing conditions, to revise the AFM, and to replace an existing placard with a placard that directs the flightcrew to activate the deicing boots whenever ice is detected by visual cues or ice detector illumination. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. This action is intended to ensure that the flightcrew is provided with accurate indications of the severity of ice accretion, clear indication of unintentional airplane speed reductions in icing conditions, and appropriate procedures to prevent reduced controllability of the aircraft due to accretion of ice on the airplane. The incorporation of certain other publications listed in the regulations was approved previously by the Director of the Federal Register as of July 12, 2001 (66 FR 34083, June 27, 2001). Comments for inclusion in the Rules Docket must be received on or before November 13, 2001.
77-13-16: 77-13-16 MARVEL-SCHEBLER/TILLOTSON DIVISION: Amendment 39-2942. Applies to Model HA-6, Part Number A10-5200 carburetors, serial numbers CS-()-100 through CS-()-345, inclusive, installed on, but not limited to, Rockwell International Commander 112TC and 112TCA aircraft certificated in all categories. Compliance required within the next 25 hours time in service after the effective date of this AD, unless already accomplished, except that the airplane may be flown in accordance with FAR 21.197 to a base where the modification can be performed. To provide positive retention of the idle needle assembly, incorporate Marvel-Schebler/Tillotson Kit No. 666-817 in accordance with Marvel-Schebler/Tillotson Form No. MST-683. Equivalent modifications may be approved by the Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Marvel-Schebler/Tillotson Division, Borg Warner Corp., 2195 South Elwin Road, Decatur, Illinois 62525. These documents may also be examined at FAA Great Lakes Region, 2300 E. Devon Avenue, Des Plaines, Illinois 60018 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Great Lakes Region. This amendment becomes effective July 6, 1977.
2017-05-10: We are superseding Airworthiness Directive (AD) 2015-16-02 for all Airbus Model A330 series airplanes. AD 2015-16-02 required revising the maintenance or inspection program to incorporate certain maintenance requirements and airworthiness limitations. This new AD requires revising the maintenance or inspection program to incorporate new maintenance requirements and airworthiness limitations. This AD was prompted by a revision of the airworthiness limitations items (ALI) document, which provides new and more restrictive maintenance requirements and airworthiness limitations for airplane structures and systems. We are issuing this AD to address the unsafe condition on these products.
2017-05-09: We are adopting a new airworthiness directive (AD) for certain CFM International S.A. (CFM) CFM56-5 turbofan engines. This AD requires removal of the radial drive shaft (RDS) assembly and the RDS outer housing and their replacement with parts eligible for installation. This AD was prompted by reports of the failure of the RDS on CFM CFM56- 5B engines. We are issuing this AD to correct the unsafe condition on these products.
92-07-07: 92-07-07 EIRIAVION: Amendment 39-8203. Docket No. 91-CE-35-AD. Applicability: Models PIK-20 and PIK-20B sailplanes (all serial numbers) that are equipped with lead mass balance strips on the flaps and ailerons, certificated in any category. Compliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 500 hours TIS. To prevent interference to the ailerons that could result in loss of control of the sailplane, accomplish the following: (a) Remove the flaps and ailerons and inspect the lead mass balance strips for cracks using a 10-power magnifying glass. NOTE 1: Particular attention should be given to the attachment rivets during the inspections specified in paragraph (a) of this AD. NOTE 2: If the sailplane is not equipped with mass balance strips on the flaps and ailerons, then no further action is required by this AD. (b) If cracking is detected in accordance with the inspections required by paragraph (a) of this AD, prior to further flight, fabricate and replace the mass balance strips in accordance with the following: (1) Utilize strips made of malleable lead (not brittle or granular) that are the same weight and dimensions. (2) Attach the strips at the same rivet holes as the cracked one and bond the lead in place with epoxy resin. (3) Keep the counter bore holes to the minimum depth in accordance with the applicable service manual. (4) Install washers to the rivets on the glass-reinforced plastic face. (5) Do not increase the diameter of any rivet. (6) Ensure that the final mass balance of each flap and aileron complies with the applicable service manual. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the sailplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Staff, Europe, Africa, Middle East office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. (e) All persons affected by this directive may examine information that is related to this AD upon request to the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. (f) This amendment (39-8203, AD 92-07-07) becomes effective on April 30, 1992.
2001-20-09: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 727 series airplanes, that requires repetitive inspections of the bearing support fitting of the forward trunnion on the main landing gear (MLG) to detect corrosion and cracking; follow-on actions, if necessary; and repair/rework of the support fitting, or replacement with a new or repaired/reworked fitting. The actions specified by this AD are intended to prevent failure of the support fitting, which could result in collapse of the MLG during normal operations; consequent damage to the airplane structure; and injury to flight crew, passengers, or ground personnel. This action is intended to address the identified unsafe condition.
2001-20-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9 series airplanes and MD-88 airplanes. This action requires an inspection to determine if a certain AC cross-tie relay is installed; replacement of a certain AC cross-tie relay with a new AC cross-tie relay; and repetitive cleaning, inspection, repair and testing of a certain AC cross-tie relay. This action is necessary to prevent AC cross-tie relay failures, which could result in internal arcing of the relay and smoke and/or fire in the cockpit and cabin. This action is intended to address the identified unsafe condition.
2017-05-08: We are adopting a new airworthiness directive (AD) for all Safran Helicopter Engines, S.A. Arriel 2B turboshaft engines. This AD requires removing any pre-modification (mod) TU 158 hydro-mechanical metering unit (HMU) and replacing with a part eligible for installation. This AD was prompted by a report of an uncommanded in- flight shutdown (IFSD) on a single-engine helicopter, caused by a low returning spring rate of the needle of the HMU. We are issuing this AD to correct the unsafe condition on these products.
78-02-02: 78-02-02 HUGHES HELICOPTERS: Amendment 39-3127. Applies to Model 269 Series helicopters, certificated in all categories including Model TH-55A. Compliance is required as indicated, unless already accomplished. To prevent failure of the tail rotor control pedals, accomplish the following: (a) Within the next 100 hours time in service from the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 100 hours time in service perform the following: (1) On all models visually inspect the pilots' pedal arms P/N 269A7336 for cracks and corrosion in accordance with service information notice (SIN) N-121.1, Part I, Paragraph (b). (i) If visual inspection reveals evidence of incipient cracks, further inspect with dye penetrant and if confirmed replace with a serviceable pedal arm P/N 269A7336 before further flight. (ii) If corrosion is found, remove the corrosion in accordance with SIN N-121.1 before further flight.(iii) After corrosion removal of (1)(ii) above, inspect the wall thickness of the pedal arm in the areas of corrosion removal. If the wall thickness in the cylindrical section is less than .10 inches replace the pedal arm P/N 269A7336 with a serviceable pedal arm before further flight. If the corrosion removal on the pedal arm above the cylindrical section exceeds .005 inches in depth replace the pedal arm P/N 269A7336 with a serviceable pedal arm before further flight. (2) On Models 269A, A-1, and TH-55A, visually inspect the copilots' pedal arms P/N 269A7336 in accordance with paragraph (a)(1) above. (3) On Models 269B and C, remove the copilots' pedal arms P/N 269A7330 from the pedal sockets P/N 269A9973 or P/N 269A7334 and visually inspect for cracks and corrosion in accordance with SIN N-121.1, Part I, Paragraph (d). (i) If visual inspection reveals evidence of incipient cracks, further inspect with dye penetrant in accordance with SIN N-121.1 and ifconfirmed replace with a serviceable part or parts before further flight. (ii) If corrosion is found, remove the corrosion in accordance with SIN N121.1 before further flight. (iii) After corrosion removal of (3)(ii) above, inspect the wall thickness in the areas of corrosion removal. If the wall thickness of the pedal arm is less than .13 inches replace the pedal arm P/N 269A7330 before further flight. If the wall thickness of the socket is less than .10 inches replace the socket P/N 269A9973 or P/N 269A7334 before further flight. (b) Within the next 100 hours time in service, from the effective date of this AD unless already accomplished, and thereafter at intervals not to exceed 100 hours time in service, torque the pedal arm and/or socket bushing nuts to the limits specified by SIN N-121.1. (c) On the 269B and 269C helicopters only, within the next 100 hours time in service, from the effective date of this AD unless already accomplished, measure the copilots' pedal arm wall thickness above the quick release pin hole. If the wall thickness is less than 0.130 inches replace the pedal arm P/N 269A7330 before further flight. (d) On all Models except 269C, within the next 100 hours time in service, from the effective date of this AD unless already accomplished, rework the pilots' and copilots' left hand pedal arm and or sockets in accordance with SIN N-121.1 Part II. (e) Hughes service information notice (SIN) N-121.1, dated October 3, 1977, or later FAA approved revisions shall be used for compliance where indicated in this AD except for alternate inspection and rework methods approved under Paragraph (f). (f) Equivalent inspections, and reworks may be approved by Chief, Aircraft Engineering Division, FAA Western Region, Los Angeles, California. This amendment becomes effective January 24, 1978.
77-26-03: 77-26-03 MCCAULEY PROPELLERS: Amendment 39-1301 as amended by Amendment 39-3232. Applies to the following three bladed constant speed Model D3A34C401 and D3A34C402 propellers installed on but not limited to the Cessna Model TU206G, T207A, and T210M aircraft: Affected Propeller Serial Numbers 765815 765820 765821 765822 765823 765824 765828 766622 766624 766625 766626 766627 766638 766639 766640 766641 766642 766643 766644 767451 767452 767453 767454 767455 767456 767457 767458 767471 767472 767473 767474 767475 767476 767477 767479 767480 767481 767661 767662 767663 767664 767665 767666 767667 767668 767678 767679 767680 767682 767683 767684 767776 767777 767778 767799 767800 767801 767802 767803 767804 767805 767806 767822 767823 767824 767825 767826 767827 767828 767829 767830 767831 767832 767833 767834 767835 767837 767838 767839 767879 767880 768190 768191 768192 768193768194 768195 768196 768197 768199 768202 768254 768335 768336 768337 768338 768339 768340 768341 768342 768343 768344 768345 768346 768347 768348 768349 768350 768351 768352 768353 768354 768560 768888 768889 768890 768891 768892 768893 768970 768971 769002 769007 769008 769009 769092 769093 769094 769209 769210 769211 769212 769214 769215 769216 769217 769229 769230 769264 769265 769266 769267 769269 769288 769289 769291 769292 769449 769450 769451 769452 769453 769454 769455 769456 769457 769459 769460 769548 769549 769550 769551 769552 769553 769555 769556 769557 770212 770213 770214 770216 770217 770218 770219 770220 770221 770222 770223 770224 770225 770226 770390 770391 770392 770394 770489 770490 770491 770492 770583 770584 770585 770608 770609 770610 770611 770612 770613 770614 770615 770623 770624 770625 770626 770627 770628 770629 770630 770631 770632 770633 770634 770635 770636 770637 770638 770639 770640 770641 770642 770721 770722 770723 770724 770725 770864 770865 770866 770867 770868 770869 770870 770871 770872 770873 770874 770875 770876 770877 770878 770879 770880 770881 770882 770883 770884 770885 771659 771660 771661 771662 771663 771664 771665 771676 771677 771679 771680 771681 771682 771683 771684 771685 771813 771844 771845 771846 771987 771988 772004 772005 772006 772007 772008 772010 772011 772012 772013 772014 772015 772017 772041 772042 772204 772205 772206 772207 772208 772209 772210 772250 772251 772252 772253 772254 772255 772256 772257 772506 772507 772509 772510 772518 772519 772520 772521 772683 772694 772696 772698 772699 772700 772701 772702 772703 772704 772705 772731 772732 772733 772735 772865 772866 772940 772941 772942 772943 772945 772946 772974772975 772977 772981 772983 772984 773011 773093 773094 773095 773096 773097 773098 773101 773192 773193 773195 773196 773197 773198 773199 773200 773201 773202 773205 773207 773342 773343 773533 773709 773775 773780 773783 773785 773787 773918 773924 NOTE: Serial numbers are stamped on the side of the propeller hub. These propellers are equipped with Model 90DFA-() blades (usually - 10 cutoff). Compliance required before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a Federal Aviation Administration Certificated Propeller Repair Station. To prevent possible blade pitch control failures, accomplish the following: (a) Replace blade actuating pin screws, P/N A-1635-104 (cadmium plated), with new screws, P/N A-1635-108 (black oxide) in accordance with McCauley Service Bulletin No. 129, dated October 7, 1977, and Service Manual No. 761001, or later Federal Aviation Administration approved revisions. (b) Replacement of the above parts must be accomplished by a Federal Aviation Administration Certificated Propeller Repair Station, since it is considered a major repair. (c) When the affected propellers are approved for return to service, compliance with this airworthiness directive shall be noted in the Aircraft's Records. (Cessna Service Letter SE-77-37 dated October 10, 1977, also pertains to this subject.) The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer, may obtain copies upon request to McCauley Accessory Division, Cessna Aircraft Company, Box 7, Roosevelt Station, Dayton, Ohio 45417. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this airworthiness directive which includes incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and the Great Lakes Region. Amendment 39-3159 became effective December 28, 1977. This amendment 39-3233 becomes effective on June 7, 1978.
2017-05-02: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318-112 airplanes; Model A319-111, -112, -115, -132, and -133 airplanes; Model A320-214, -232, and -233 airplanes; and Model A321-211, -212, -213, -231, and -232 airplanes. This AD was prompted by a quality control review on the final assembly line, which determined that the wrong aluminum alloy was used to manufacture several structural parts. This AD requires a one-time eddy current conductivity measurement of certain cabin and cargo compartment structural parts to determine if an incorrect aluminum alloy was used, and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
2001-20-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that currently requires repetitive freeplay checks of the elevator, and replacement of worn elevator power control actuator (PCA) reaction link rod-end bearings and the PCA rod-end bearing, if necessary. That AD also provides for an optional terminating action for the repetitive checks. This amendment removes the optional terminating action provided by the existing AD, expands the applicability of the existing AD to include additional airplanes, and requires repetitive freeplay checks of the elevator at a revised repeat interval and repetitive lubrication of bearings of the elevator actuator load loop and hinge line. The actions specified by this AD are intended to prevent unacceptable airframe vibration during flight, which could lead to excessive wear of bearings of the elevator PCA load loop and hinge line and result in reduced controllability of theairplane. This action is intended to address the identified unsafe condition.
88-09-01: 88-09-01 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5874. Applies to Bell Helicopter Textron, Inc., Model 214ST helicopters certificated in any category. (Airworthiness Docket No. 87-ASW-64.) Compliance is required as indicated, unless already accomplished. (a) Within the next 25 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 25 hours' time in service, perform an inspection of the tail rotor intermediate gearbox, P/N 214-040-009-001, as follows: (1) Remove the fairings and covers as required to gain access to the intermediate gearbox. (2) Visually inspect the three gearbox mounting lugs for cracks. If a crack indication is found, inspect using a fluorescent or dye penetrant method. If a crack is found, remove and replace the intermediate gearbox case with a serviceable part before further flight and accomplish the requirements of paragraphs (b)(3), (b)(5), and (b)(6) of this AD. (3) If no cracks are found, verify that the washer stack-up is in accordance with figure 4, page 16, Section 65-20-00 of the Bell 214ST Maintenance Manual, Rev. 22, dated May 14, 1987, and determine that the torque on the three attachment bolts, P/N AN5H15A, is 100-140 in-lbs. Resecure the attachment bolts with MS20995C32 safety wire or equivalent. (b) Within the next 250 hours' time in service after the effective date of this AD, remove and inspect the tail rotor intermediate gearbox, P/N 214-040-009-001, as follows: (1) Remove the fairings and covers as required to gain access to the intermediate gearbox. (2) Remove the intermediate gearbox and visually inspect the three gearbox mounting lugs for cracks. If a crack indication is found, inspect using a fluorescent or dye penetrant method. If a crack is found, remove and replace the intermediate gearbox with a serviceable part before further flight. (3) Inspect the intermediate gearbox and intermediate gearbox support areaof the tailboom for evidence of barrier tape. If barrier tape is present, it must be removed before further flight. (4) Inspect the intermediate gearbox mounting lugs for evidence of excessive wear and bolt hole elongation. If wear or bolt hole elongation is beyond the limits specified on pages 35 and 36 in Section 65-20-07 or figure 26, page 48, Section 65-20-08, of the Bell 214ST Component Repair and Overhaul Manual, Rev. 12, dated April 15, 1986, remove and replace the intermediate gearbox case with a serviceable part before further flight. (5) Inspect the intermediate gearbox tailboom attachment points for excessive wear or damage. If the wear or damage is beyond the limits specified in figure 16, page 40B, Section 53-11-00 of the Bell 214ST Maintenance Manual, Rev. 22, dated May 14, 1987, remove and replace the worn or damaged parts with serviceable parts before further flight. (6) Clean the mounting surfaces of the intermediate gearbox and tailboom using methyl-ethyl-ketone (MEK), or equivalent safety solvent. Apply epoxy polyamide primer or zinc chromate primer to the mounting surfaces. Do not use barrier tape during reassembly. Install the gearbox while the primer is wet. The washer stack-up must comply with Figure 4, page 16, Section 65-20-00 of the Bell 214ST Maintenance Manual, Rev. 22, dated May 14, 1987. Torque the three attachment bolts, P/N AN5H15A, to 100-140 in-lbs. Secure the bolts with MS20995C32 safety wire or equivalent. (c) Upon complying with paragraph (b) of this AD, the requirements in paragraph (a) of this AD no longer apply. (d) In accordance with FAR 21.197 and 21.199, the helicopter may be flown to a base where the requirements of this AD can be accomplished. (e) An alternate method of compliance which provides an equivalent level of safety, may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Fort Worth, Texas 76193-0170. NOTE: Compliance with Parts I and II of Bell Helicopter Textron Alert Service Bulletin No. 214ST-87-40, dated 9/17/87, constitutes compliance with this AD. The procedure shall be done in accordance with page 16, Section 65-20-00 and page 40b, Section 53-11-00 of the Bell 214ST Maintenance Manual, Rev. 22, dated May 14, 1987; and pages 35 and 36, Section 65-20-07 and page 48, Section 65-20-08 of the Bell 214ST Component Repair and Overhaul Manual, Rev. 12, dated April 15, 1986. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1) and 1 CFR Part 51. Copies may be obtained from Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101, Attention: Customer Support. Copies may be inspected at the Office of Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, D.C. This amendment 39-5874 becomes effective April 22, 1988.