Results
2024-25-01: The FAA is superseding Airworthiness Directive (AD) 2023-23- 09, which applied to all Embraer S.A. Model ERJ 190-400 airplanes. AD 2023-23-09 required repetitive inspections of the press-fitted bushings of the wing ailerons for migration and broken sealant, measurements of the distance between the aileron surfaces and hinge fittings, functional checks of the backlash of the wing aileron control system, and all applicable related investigative and corrective actions. Since the FAA issued AD 2023-23-09, it was determined that certain requirements needed to be clarified. This AD continues to require all actions of ANAC AD 2023-05-02 with revised compliance requirements, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-01-09: We are adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD was prompted by a report of several cracks found on the forward passenger airstair door step assembly. This AD requires an inspection to determine the serial number of the airstair door step assembly, and if necessary, an electronic tap test, reidentification of the airstair door step assembly, and replacement of the airstair door step assembly. We are issuing this AD to detect and correct cracks in the forward passenger airstair door step assembly; such cracking could propagate and result in the structural failure of the steps and impede the evacuation of passengers in the event of an emergency egress situation.
84-21-01 R1: 84-21-01 R1 BRITISH AEROSPACE: Amendment 39-4932 as amended by Amendment 39- 4993. Applies to all Model DH/HS/BH 125 series airplanes certificated in all categories, with the serial numbers specified in the service bulletins listed below. Compliance is required as indicated. To prevent electrical failures in the 'ZL' panel, accomplish the following within the next 90 days after the effective date of this AD unless previously accomplished: A. Replace the two existing 80 amp fuses on the 'ZL' panel with 100 amp fuses, in accordance with the Accomplishment Instructions of British Aerospace 125 Aircraft Service Bulletin 24-239-(2885), Revision 1, dated February 27, 1984. B. Install covers on the 'ZL' panel as follows: 1. For aircraft that have accomplished STC SA3870WE or STC SA3925WE, in accordance with the Accomplishment Instructions of AiResearch Aviation Company Service Bulletin No. 6-7, dated October 25, 1983. 2. For any other aircraft fitted with Garrett TFE 731-3 engines, in accordance with the Accomplishment Instructions of British Aerospace 125 Aircraft Service Bulletin 24-220-(2749), Revision 3, dated March 3, 1983. C. 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. 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. Amendment 39-4932 became effective November 14, 1984. This Amendment 39-4993 becomes effective February 11, 1985.
59-18-02: 59-18-02 BEECH: Applies to All Model C45G, TC45G, C45H, TC45H and D18S Airplanes. Compliance required as indicated. Corrosion of fuel supply lines in the wing root area can result from the flexible cockpit hot air duct touching the aluminum fuel line. Fuel line leaks due to this corrosion may cause fuel system malfunctioning or hazardous accumulations of fuel and fumes in the wings or cabin. To prevent these conditions, accomplish the following: (a) Compliance required not later than October 15, 1959. (1) Inspect the 5/8-inch O.D. fuel line (Beech P/N's 407-189686 LH and 407-189731 RH) beneath each battery installation on both sides of the airplane for indications of corrosion. Replace the lines if damaged. (2) Install 5/8-inch I.D. x 1/16-inch tubing (Tygon tubing manufactured by U.S. Stoneware, Akron 9, Ohio) split lengthwise over the fuel lines (407-189686 LH and 407- 189731 RH) in the area of the cockpit hot air duct. Secure the split tubing by taping. (3) Obtain adequate clearance between the fuel line and the cabin hot air duct by installing a suitable double clamp on the line and duct. (b) Compliance required at each periodic airplane inspection after accomplishment of (a). (1) Remove split Tygon tubing from fuel supply lines (407-189686 LH and 407-189731 RH) and inspect lines for corrosion. Replace fuel lines if necessary. (2) Reinstall split Tygon tubing and double clamp between cabin hot air duct and fuel line as outlined in (a)(2) and (a)(3). (Beech Service Bulletin No. 68, Model D18S issued February 1959, covers this same subject.)
67-25-01 R1: 67-25-01 R1 BRITISH AIRCRAFT: Amendment 39-476 as amended by 39-4217. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as indicated To prevent fatigue failures of the Belleville washers installed in the main undercarriage down lock jacks P/N AB43A15 and AB43A16 (200 Series), P/N AK43A15 and AK43A16 (400 Series), accomplish the following: (a) For airplanes with Belleville washers P/N 1383 No. 12 (Terry) installed in the main undercarriage down lock jacks with less than 4,760 landings on the effective date of this AD, inspect the main undercarriage down lock links P/N AB43A17 (200 Series) or P/N AK43A17 (400 Series) before the accumulation of 5,000 landings, and thereafter at intervals not to exceed 240 landings from the last inspection in accordance with British Aircraft Corporation, BAC 1-11 Alert Service Bulletin 32-A-PM 2437, Issue 3, dated February 1, 1967, or later ARB- approved issue. Replace cracked or broken washers, and remove washersfrom service before the accumulation of 8,000 landings. (b) For airplanes with Belleville washers P/N 1383 No. 12 (Terry) installed in the main undercarriage down lock jacks with 4,760 or more landings but less than 7,760 landings on the effective date of this AD, inspect the main undercarriage down lock links P/N AB43A17 (200 Series) or P/N AK43A17 (400 Series) within the next 240 landings after the effective date of this AD, and thereafter at intervals not to exceed 240 landings from the last inspection, in accordance with BAC 1-11 Alert Service Bulletin 32-A-PM 2437, Issue 3, dated February 1, 1967, or later ARB-approved issue. Replace cracked or broken washers and remove washers from service before the accumulation of 8,000 landings. (c) For airplanes with Belleville washers P/N 1383 No. 12 (Terry) installed in the main undercarriage down lock jacks with 7,760 or more landings on the effective date of this AD, remove washers from service within the next 240 landings.(d) For airplanes with Belleville washers P/N AB44-1791 installed in BAC Modification PM 2437 main undercarriage down lock jacks, with less than 15,800 landings on the effective date of this AD, remove washers from service before the accumulation of 16,000 landings. (e) For airplanes with Belleville washers P/N AB44-1791 installed in BAC Modification PM 2437 main undercarriage down lock jacks with 15,800 or more landings on the effective date of this AD, remove washers from service within the next 200 landings. (f) For airplanes with Tonks spring discs, P/N AK43-1283, installed in BAC Modification PM 4676 main landing gear down lock jacks, unless already accomplished, before accumulating 16,000 landings or within the next 3,000 landings after the effective date of this AD, whichever occurs later, remove the spring discs from service in accordance with paragraph 2, "ACCOMPLISHMENT INSTRUCTIONS," of BAC 1-11 Alert Service Bulletin 32-A- PM5700, Issue No. 1, dated May 10, 1979, oran FAA-approved equivalent. (g) 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 hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (h) Upon request of an operator, an FAA maintenance inspector, subject to the prior approval of the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator or at intervals greater than that specified in this AD if the request contains substantiating data to justify the increase for that operator. NOTE - AD 66-24-03 pertains to Belleville washers installed in the nose undercarriage up/down lock jacks. 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 British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20591. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, D.C. 20591. Amendment 39-476 became effective September 9, 1967. This amendment 39-4217 becomes effective October 14, 1981.
72-16-04: 72-16-04 SIAI-MARCHETTI: Amendment 39-1488. Applies to Siai Marchetti Models S.205-18/R, S.205-20/R, and S.205-22/R airplanes, Serial Numbers 106 through 239. Compliance required as indicated unless already accomplished. To detect and prevent cracks in the nose gear drag link assembly, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished within the last 15 hours' time in service, and thereafter at intervals not to exceed 25 hours' time in service from the last inspection, visually inspect the tubes and welded areas of the nose gear articulated drag brace rear link, P/N 205-9-142-03, using a magnifying glass of 5 power or more. If indications of cracks are found, strip the paint from the area and reinspect using a magnifying glass of 5 power or more. (b) If any cracks or breaks are found during the inspections required by paragraph (a), before further flight, remove the nose gear dragbrace assembly, P/N 205-9-142-01, and accomplish one of the following: (1) Install reinforced nose gear dray brace assembly, P/N 205-9-142-05 or P/N 205-9-142-09, in accordance with SIAI-Marchetti Service Bulletin No. 205B12A, dated January 21, 1972, or an FAA-approved equivalent; or (2) Comply with subparagraph (i) or (ii), as applicable, in accordance with SIAI-Marchetti Service Instruction No. 205SI-16, dated March 29, 1972, or an FAA-approved equivalent. (i) For Model S.205-18/R and -20/R airplanes, install press formed nose gear drag brace assembly, P/N 205-9-142-103. (ii) For Model S.205-22/R airplanes, install press formed nose gear drag brace assembly, P/N 205-9-142-103, and replace the bellcrank, P/N 205-6-062-03, with bellcrank, P/N 205-6-062-107. (c) The repetitive inspections required by paragraph (a) may be discontinued when a reinforced or press formed nose gear drag brace assembly is installed in accordance with paragraph (b)(1) or (b)(2)(i) for Models S.205-18/R and -20/R airplanes, or when a reinforced nose gear drag brace assembly is installed in accordance with paragraph (b)(1) or a press formed nose gear drag brace assembly and a bellcrank, P/N 205-6-062-107, are installed in accordance with paragraph (b)(2)(ii) for the Model S.205-22/R airplanes. This amendment becomes effective July 25, 1972.
2015-12-09 R1: We are revising airworthiness directive (AD) 2015-12-09 for Airbus Helicopters Model EC135P1, EC135T1, EC135P2, EC135T2, EC135P2+, EC135T2+, and MBB-BK 117 C-2 helicopters. AD 2015-12-09 required inspecting certain washers for movement and making the appropriate repairs if the washers move. As published, AD 2015-12-09 referenced an incorrect date for the service information in the Credit for Previous Actions section. This AD corrects the error while retaining the requirements of AD 2015-12-09. These actions are intended to prevent loss of concerned control axis and subsequent loss of control of the helicopter.
2002-23-04: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires inspecting the 9-degree frame (frame) for the correct edge distance of the two attachment holes for the reinforced latch support and for a crack and repairing the frame if necessary. This amendment is prompted by the detection of a fatigue crack on the left-hand (LH) side of the frame during maintenance. The actions specified by this AD are intended to prevent failure of the frame due to a crack at the latch support, loss of a passenger door, damage to the rotor system, and subsequent loss of control of the helicopter.
70-11-03: 70-11-03 PRATT & WHITNEY: Amdt. 39-993. Pratt & Whitney Aircraft JT8D series turbofan engines. Applies to Pratt & Whitney JT8D series turbofan engines, incorporating sixth stage compressor discs P/N 586906 (wide rim) which have encountered previous sixth stage blade failures and were not subsequently reworked in accordance with P&WA Service telegram SE:RWJ: 9-6-24-1 dated 24 June 1969. Compliance required as indicated. To preclude sixth stage compressor rotor disc failures as the result of disc rim front face galling caused by blade retention tangs, accomplish the following: a. For engines incorporating any of the previously listed sixth stage compressor rotor disc: 1. With 1200 hours or more in service since a 6th stage compressor blade failure, within the next 600 hours in service after the effective date of this AD replace the suspect sixth stage compressor disc with a new, used or a disc reworked in a manner approved by Chief, Engineering and ManufacturingBranch, Eastern Region, New York. 2. With 1200 hours or less in service since a 6th stage compressor blade failure, prior to accumulation of 1800 hours time in service since 6th stage blade failure replace the suspect sixth stage compressor disc with a new, used or disc reworked in a manner approved by Chief, Engineering Branch, Eastern Region, New York. b. For the purposes of this AD a blade failure is defined as one in which any portion of the blade root is separated from the blade. c. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, may adjust the compliance time. This amendment is effective June 12, 1970.
2002-23-14: This amendment adopts a new airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) JT8D-200 series turbofan engines. This amendment requires initial and repetitive visual inspections, fluorescent magnetic particle inspections (FMPI), and fretting wear inspections of high pressure compressor (HPC) front hubs that have operated with PWA-110 coating in the interface between the hub and the stage 8-9 spacer. This amendment is prompted by the discovery of cracked tierod holes found during routine engine overhauls. The actions specified by this AD are intended to prevent a rupture of the HPC front hub that could result in an uncontained engine failure and damage to the airplane.
2016-01-13: We are adopting a new airworthiness directive (AD) for all Airbus Model A310 and Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes; and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). This AD was prompted by a report of skin disbonding and damage found on the composite side panel of the rudder, located between the rudder core and skin of a previously repaired area. This AD requires an inspection for disbonding or damage of certain rudders, and related investigative actions and corrective actions if necessary. We are issuing this AD to detect and correct disbonding and damage of the rudder, which could result in reduced structural integrity of the rudder and consequent reduced controllability of the airplane.
87-06-51: 87-06-51 BRITISH AEROSPACE: Amendment 39-5670. Applies to Model BAe 146 series airplanes, as listed in BAe Service Bulletin 32-A74, dated March 17, 1987, certificated in any category. To prevent loss of braking capability due to failure of the stator drives, accomplish the following, unless previously accomplished: A. Within 24 hours after the effective date of this AD, inspect the pressure stator and brake wear pin in accordance with BAe Service Bulletin 32-A74 dated March 17, 1987. Replace heat packs worn beyond the limits set forth in the 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 the requirements of this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Service Bulletin Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document 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 amendment, 39-5670, becomes effective July 25, 1987. This AD was effective earlier to all recipients of telegraphic AD T87-06-51 dated March 20, 1987.
2023-23-09: The FAA is adopting a new airworthiness directive (AD) for all Embraer S.A. Model ERJ 190-400 airplanes. This AD was prompted by a report of unexpected wear on the wing hinge bearing assembly of the aileron surfaces found during the functional test of the aileron control system backlash. This AD requires repetitive inspections of the press-fitted bushings of the wing ailerons for migration and broken sealant, measurements of the distance between the aileron surfaces and hinge fittings, functional checks of the backlash of the wing aileron control system, and all applicable related investigative and corrective actions, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-26-06: We are superseding Airworthiness Directive (AD) 2004-14-09 for certain Airbus Model A320-211, -212, and -231 airplanes. AD 2004-14-09 required repetitive inspections for fatigue cracking of the lower surface panel on the wing center box, and repair if necessary; and modification of the lower surface panel on the wing center box, which constitutes terminating action for the repetitive inspections. This new AD retains the requirements of AD 2004-14-09, reduces the compliance times for the repetitive inspections, and requires an additional repair for certain airplanes. This AD was [[Page 1871]] prompted by a determination that, based on the average flight duration, the average weight of fuel at landing is higher than that defined for the analysis of the fatigue-related tasks; and that shot peening might have been improperly done on the chromic acid anodizing (CAA) protection, which would adversely affect fatigue crack protection. We are issuing this AD to detect and correct fatigue cracking of the lower surface panel on the wing center box, which could result in reduced structural integrity of the airplane.
98-06-13: This action confirms the effective date of Airworthiness Directive (AD) 98-06-13 which applies to Models 228-100, 228-101, 228-200, and 228-201 airplanes equipped with certain main landing gear (MLG). AD 98-06-13 requires replacing the MLG axle assembly with an MLG axle assembly of improved design. This AD was the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified in this AD are intended to prevent main landing gear failure, which, if not corrected, could result in loss of control of the airplane during landing operations.
59-15-02: 59-15-02 COLONIAL: Applies to All Models C-1 and C-2 Aircraft. Compliance required as indicated. An incident has recently been experienced where the rivets fastening the aluminum throttle control handle to the steel bell crank have loosened and sheared. Accordingly these two rivets should be inspected immediately and replaced with the following hardware if any looseness is apparent: Two each AN 23-8 clevis bolt, AN 960D10L washer, and AN 364-1032 self-locking thin nut. In any case the rivets should be replaced with the foregoing parts not later than the next periodic inspection or December 1, 1959, whichever comes first. In order to accomplish this modification it is necessary to remove the throttle from its supporting bracket to change the rivets to bolts. In addition the slot in the bracket should be widened to allow 1/8-inch minimum clearance between the end of the bolt and the edge of the bracket. (Colonial Service Bulletin No. 14 revision A covers the samesubject.)
68-26-05: 68-26-05 VICKERS VISCOUNT: Amendment 39-699. Applies to Vickers Viscount Models 744, 745D and 810 Series Airplanes. Compliance required as indicated. To prevent fatigue failure of engine nacelle cross beam attachment eye end fittings P/N 70116-383/384 or 80203-1719/1720 or 81003/1415/1416 located on the lower surface of the inner wing station 96 and P/N 70116-385/386 or 80203-1721/1722 or 81003-1417/1418 located on the lower surface of the inner wing station 143, accomplish the following: (a) For cross beam attachment eye end fittings located at wing station 96 that have accumulated 7700 or more landings on the effective date of this AD, inspect in accordance with paragraph (c) within the next 300 landings after the effective date of this AD, unless already accomplished within the last 450 landings, and thereafter at intervals not to exceed 1000 landings from the last inspection. (b) For cross beam attachment eye end fittings located at wing station 96 that have accumulated less than 7700 landings on the effective date of this AD, inspect in accordance with paragraph (c) prior to the accumulation of 8000 landings, unless already accomplished within the last 450 landings, and thereafter at intervals not to exceed 1000 landings from the last inspection. (c) Visually inspect the fittings for cracks or fractures in accordance with British Aircraft Corporation Preliminary Technical Leaflet No. 273, Issue 1 (700 Series) or No. 137, Issue 1 (800/810 Series) or later ARB approved issues or an FAA approved equivalent. (d) If cracks are detected during the inspection specified in paragraph (c), within the next 200 landings replace the fittings in accordance with paragraph (f). (e) If a fracture is found during the inspection specified in paragraph (c), before further flight replace the fittings in accordance with paragraph (f) and visually inspect the eye end fittings at wing station 143 within the next 500 landings and replace any cracked fitting with a fitting of the same part number within the next 100 landings. (f) Replace eye end fittings and the mating fork end fittings P/N 70116-387 or 80216-259 or 81016-695 with fittings of the same part numbers or replace the eye end fittings with P/N 81003-2643/2644 and the fork end fitting with P/N 81016-1675 in accordance with British Aircraft Corporation Modification Bulletin No. D-3215 dated May 14, 1968, or FG.2091 dated May 14, 1968 or later ARB approved issues or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (g) The repetitive inspections required in this AD may be discontinued following incorporation of the applicable modification in accordance with paragraph (f) of 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 hours time in service by the operator's fleetaverage time from takeoff to landing for the airplane type. This amendment becomes effective on January 19, 1969.
70-14-06: 70-14-06 BELL: Amendment 39-1029. Applies to Model 206A Helicopters, S/N 4 thru 448, 460 thru 464, 467, 469 thru 473 and 475 thru 477, certificated in all categories. Compliance required not later than 300 hours time in service after the effective date of this Airworthiness Directive, unless already accomplished. To relieve engine compressor flange loads, replace existing fire-wall-to-compressor seal with a new improved firewall seal kit, Bell Part No. 206-704-026-1, in accordance with applicable paragraphs of Bell Service Letter 206A-142, dated November 5, 1969, or later FAA approved revision. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. This amendment becomes effective August 16, 1970.
99-02-17: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B and 214B-1 helicopters. This action requires a reduction of the never-exceed velocity (Vne) limitation until an inspection of the tail rotor yoke (yoke) assembly for fatigue damage and installation of a redesigned yoke flapping stop are accomplished. Recurring periodic and special inspections to detect occurrences of yoke overload are also required. This amendment is prompted by reports of inflight failures of yokes installed on civilian and military helicopters of similar type design. The actions specified in this AD are intended to prevent fatigue failure of the yoke that could result in loss of the tail rotor and subsequent loss of control of the helicopter.
2009-04-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires repetitive internal eddy current and detailed inspections to detect cracked stringer tie clips; measuring the fastener spacing and the edge margin if applicable, and doing applicable corrective and related investigative actions. As a temporary alternative to doing the actions described previously, this AD requires repetitive external general visual inspections of the skin and lap joints and repetitive external eddy current sliding probe inspections, as applicable, of the lap joints for cracks and evidence of overload resulting from cracked stringer tie clips, and applicable corrective actions if necessary. This AD results from a report of several cracked stringer tie clips. We are issuing this AD to detect and correct multiple adjacent cracked stringer tie clips and damaged skin and frames, which could lead to the skin and frame structure developing cracks and consequent decompression of the airplane.
2002-23-02: This amendment adopts a new airworthiness (AD), that is applicable to General Electric Company CF34-8C1 turbofan engines. This amendment requires revisions to the Airworthiness Limitations Section (ALS) of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This amendment also requires an air carrier's approved continuous airworthiness maintenance program to incorporate these inspection procedures. Air carriers with an approved continuous airworthiness maintenance program will be allowed to either maintain the records showing the current status of the inspections using the record keeping system specified in the air carrier's maintenance manual, or establish an acceptable alternate method of record keeping. This amendment is prompted by the need to require enhanced inspection of selected critical life-limited parts of CF34-8C1 turbofan engines at each piece-part exposure. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2002-22-15: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires inspecting and adjusting, if necessary, the position of the locking pins on each pilot, co-pilot, and passenger-hinged and sliding door (door) initially and each time a door is replaced. This amendment is prompted by two reports of inadvertent opening of the passenger-hinged doors in flight due to improper adjustment of the door-locking mechanism. The actions specified by this AD are intended to prevent loss of a door in flight, contact with the main rotor or tail rotor, and subsequent loss of helicopter control.
2015-26-09: We are adopting a new airworthiness directive (AD) for all ATR--GIE Avions de Transport R(eacute)gional Model ATR42 airplanes. This AD was prompted by several reports of a cracked floor beam at frame (FR) 26, and of discrepancies in certain wing inspection tasks in maintenance documents that could lead to errors in scheduling inspection intervals of structurally significant items (SSIs). This AD requires repetitive inspections of certain floor beams and revision of the maintenance or inspection program to include inspections of several areas of the wings. We are issuing this AD to detect and correct any cracking of the floor beam at FR 26 and several areas of the wings, which could lead to reduced structural integrity of the airplane.
89-07-04: 89-07-04 SAAB-SCANIA: Amendment 39-6160. Applicability: Model SF-340A series airplanes, serial numbers 003 through 106, certificated in any category, except those airplanes equipped with mechanical float switches. Compliance: Required as indicated below, unless previously accomplished. To prevent the potential for arcing in the fuel tanks should a lightning strike occur, accomplish the following: A. Within 30 days after the effective date of this AD, conduct an inspection to determine if the jumper assemblies are fitted to the midlevel and tank full optical sensors, in accordance with SAAB Service Bulletin SF340-28- 006, dated March 23, 1988. B. If optical sensor jumper assemblies have not been installed, prior to further flight, install jumper assemblies and check resistance, in accordance with SAAB Service Bulletin SF340- 28-006, dated March 23, 1988. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptablelevel of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. 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 SAAB-Scania Aircraft Division, Product Support, S-58188, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, (39-6160, AD 89-07-04) becomes effective April 26, 1989.
2002-22-16: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (ECF) helicopters. The existing AD requires visually inspecting the four engine exhaust pipe ejector (ejector) attachment lugs (lugs), the starter-generator (S-G) attachment flange (flange) and attachment half-clamps (half-clamps) for cracks, and the S-G shaft for radial play. This amendment will retain the current requirements except will not require measuring the radial play. This amendment will also require measuring each S-G engine clamp torque and vibration level and recording the S-G vibration level on a component history card or equivalent record. If the S-G vibration level is equal to or higher than 0.5 inches per second (IPS), this superseding AD requires repairing or replacing the S-G, as necessary. This amendment is prompted by additional cases of S-G damage and the need for additional corrective actions. The actions specified by this AD are intended to prevent excessive S-G vibration, which could lead to separation of an ejector, impact with the main or tail rotor, and subsequent loss of control of the helicopter.