Results
68-07-07: 68-07-07 CESSNA: Amdt. 39-575. Applies to Models 188 and A188 aircraft up to and including Serial Number 188-0317, except Serial Numbers 188-0052, 188-0055, 188-0212, 188- 0215, 188-0217, 188-0219, 188-0220, 188-0225, 188-0246, 188-0263, 188-0279, 188-0287, 188- 0288, 188-0290, 188-0298, 188-0304, 188-0306, 188-0307, 188-0308, 188-0310, 188-0311, 188- 0312, and 188-0314. Compliance: Required as indicated, unless already accomplished. To prevent the separation of the rudder pedal assembly from the pedal shaft at the stub tube weld, accomplish the following: Within the next 25 hours' time in service after the effective date of this airworthiness directive, modify the rudder pedal assembly in accordance with either of the 2 methods contained in Cessna Service Letter 67-47, dated August 22, 1967, or any other method approved as an equivalent by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. This amendment becomeseffective April 11, 1968.
2015-12-09: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC135P1, EC135T1, EC135P2, EC135T2, EC135P2+, EC135T2+, and MBB-BK 117 C-2 helicopters. This AD requires inspecting certain washers for movement and making appropriate repairs if the washers move. This AD was prompted by play found between the Smart Electro Mechanical Actuator (SEMA) and the control rod during installation work on a helicopter. The actions of this AD are intended to prevent loss of concerned control axis and subsequent loss of control of the helicopter.
2000-11-03: This amendment adopts a new airworthiness directive (AD) that is applicable to all Dassault Model Falcon 2000, Mystere-Falcon 900, Falcon 900EX, Fan Jet Falcon, Mystere-Falcon 50, Mystere-Falcon 20, and Mystere-Falcon 200 series airplanes. This action requires revising the Airplane Flight Manual to include speed limitations in the event of failure indications of the pitch feel system. These limitations are intended to mitigate severe pitch oscillations of the airplane.
87-13-02: 87-13-02 PILATUS BRITTEN-NORMAN, Ltd.: Amendment 39-5649. Applies to Models BN-2A Mk III, BN-2A Mk III-1, BN-2A Mk 111-2, and BN-2A Mk 111-3 (all serial numbers) Trislander airplanes certificated in any category. Compliance: Required within 30 days after the effective date of this AD, unless already accomplished, and every 24 calendar months thereafter. To prevent structural failure of the elevator trim tab operating rods, accomplish the following: (a) Remove the two (2) elevator trim tab operating rod assemblies in accordance with the instructions contained in the "INSPECTION" section of Pilatus Britten-Norman, Ltd., Mandatory Service Bulletin (MSB) No. BN-2/SB.179, Issue 1, dated January 30, 1987 (hereinafter referred to as MSB BN-2/SB.179). (1) Disassemble one end of each control rod and visually examine the rod (tube) internally and externally for corrosion, rust, or cracks. (i) If any corrosion, rust, or crack is found, before further flight, replacethe control rod and accomplish paragraphs (a) (1) through (a) (3) of this AD on the replacement unit. (ii) If no defect is found, clean and apply corrosion protection to the rod in accordance with the "RECTIFICATION" instructions of MSB BN-2/SB.179, and (2) Visually inspect each ball end or fork fitting and sleeve (Part Number (P/N) NB-45- 2627), after removing any surface rust, for pitting, discoloration, or cracks. If any evidence of corrosion, pitting, discoloration, or crack is found, before further flight: (i) Replace the defective part with a serviceable unit. (ii) Remove the fitting and sleeve from the other end of the associated control rod and repeat the inspection specified in paragraph (a) (2) of this AD. (3) Reassemble the control rods in accordance with the "RECTIFICATION" instructions of MSB BN-2/SB.179. (4) Reinstall the control rod in accordance with the "RETURNING THE AIRCRAFT TO SERVICE" instructions of MSB BN-2/SB.179. (b)Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B- 10O0 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Pilatus Britten-Norman, Ltd., Bembridge, Isle of Wight, England; or may examine the document referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5649, becomes effective on July 27, 1987.
2022-20-10: The FAA is adopting a new airworthiness directive (AD) for all Vulcanair S.p.A. Model P.68, P.68B, P.68C, P.68C-TC, P.68 ''Observer,'' P.68TC ''Observer,'' P.68 ''Observer 2,'' and P.68R airplanes. 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 identifies the unsafe condition as corrosion causing failure of the upper rudder hinge. This AD requires repetitively inspecting the upper and lower rudder hinges for corrosion, cracking, and damage, and depending on the inspection results, taking corrective action. The FAA is issuing this AD to address the unsafe condition on these products.
2015-12-07: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8F and 747-8 series airplanes. This AD was prompted by reports of delamination damage to leading edge (LE) variable camber krueger (VCK) flaps. This AD requires repetitive inspections to detect delamination damage of the lightning strike applique (LSA) on certain LE VCK flaps, and corrective actions if necessary. We are issuing this AD to detect and correct delamination damage to certain LE VCK flaps, which can reduce the lightning strike protection capability on certain LE VCK flaps and result in an uncommanded motion of the trailing edge flap system; such uncommanded flap motion, without shutdown of the trailing edge or leading edge flaps, could cause unexpected changes in lift, potentially resulting in asymmetric lift and loss of control of the airplane.
87-23-06: 87-23-06 GENERAL ELECTRIC: Amendment 39-5746. Applies to General Electric (GE) CF6-50 and -45 series turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent failure of the high pressure turbine (HPT) impeller spacer which may cause an uncontained engine failure, accomplish the following: (a) Eddy current inspect impeller spacers part numbers (P/N's) 9190M82P02, PO3; 9234M25P01 through P04, inclusive; 9348M85P01; 9045M59P07, P08, P10, P12; 9173M55P01, P02, P03; and 9198M92P01 through P10, inclusive, in accordance with GE Service Bulletin (SB) 72-906, dated August 21, 1987, as follows: (1) For HPT impeller spacers with 9,000 cycles since new (CSN) or greater on the effective date of this AD, inspect at the next shop visit or within 300 cycles in service (CIS) from the effective date of this AD, whichever occurs first. (2) For HPT impeller spacers with 8,000 CSN or greater but less than 9,000 CSN on the effective dateof this AD, inspect at the next shop visit or within 600 CIS from the effective date of this AD, or prior to accumulating 9,300 CSN, whichever occurs first. (3) For HPT impeller spacers with 7,000 CSN or greater but less than 8,000 CSN on the effective date of this AD, inspect at the next shop visit or within 900 CIS from the effective date of this AD or prior to accumulating 8,600 CSN, whichever occurs first. (4) For HPT impeller spacers with 6,000 CSN or greater but less than 7,000 CSN on the effective date of this AD, inspect at the next shop visit or within 1,200 CIS from the effective date of this AD or prior to accumulating 7,900 CSN, whichever occurs first. (5) For HPT impeller spacers with 2,500 CSN or greater but less than 6,000 CSN on the effective date of this AD, inspect at the next shop visit or within 2,000 CIS from the effective date of this AD or prior to accumulating 7,200 CSN, whichever occurs first. (6) For HPT impeller spacers with less than2,500 CSN on the effective date of this AD, inspect at the next shop visit or prior to accumulating 4,500 CSN, whichever occurs first. NOTE: Eddy current inspections of HPT impeller spacers completed prior to the effective date of this AD in accordance with GE SB 72-906, dated August 21, 1987, or with GE CF6-50/-45 Engine Shop Manual, Chapter 72-53-06, temporary revision 72-0593 are an alternate means of compliance with paragraph (a). (b) Remove from service, HPT impeller spacers found cracked in accordance with the inspection requirements of paragraph (a) above and replace with a serviceable part. (c) Reinspect impeller spacers, previously inspected in accordance with paragraph (a) above, at intervals not to exceed 2,500 cycles since last inspection in accordance with GE SB 72-906, dated August 21, 1987. Remove from service, impeller spacers found cracked and replace with a serviceable part. (d) Remove, after October 30, 1990, impeller spacers listed by P/N's in this AD at the next shop visit or within 2,500 cycles since last inspection, whichever occurs first. NOTE: Shop visit is defined as any time the high pressure turbine module is disassembled to a state where the impeller spacer is exposed. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance times specified in this AD. General Electric SB 72-906, dated August 21, 1987, identified and described in this document, is 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 this document from the manufacturer may obtain copies upon request to General Electric, 1 Neumann Way, Cincinnati, Ohio 45215. This document also may be examined in the Office of the Regional Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 87-ANE-30, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment becomes effective on November 5, 1987.
2000-11-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 and 767 series airplanes, that currently requires revising the FAA-approved Airplane Flight Manual (AFM) to prohibit the use of certain fuels; and either replacing an existing placard with a new placard, or replacing all dribble flow fuel nozzles (DFFN) with standard fuel nozzles, which terminates the requirements for the new placard and AFM revision. This amendment continues these requirements and adds identical requirements applicable to airplanes on which standard fuel nozzles are not installed. This amendment is prompted by a report of an engine flameout due to use of JP-4 or Jet B fuel during certification testing on an engine with DFFN's installed. The actions specified by this AD are intended to prevent such engine flameouts and consequent engine shutdown.
2015-05-51: We are publishing a new airworthiness directive (AD) for Agusta Model A109A and A109A II helicopters, which was sent previously to all known U.S. owners and operators of these helicopters. This AD requires replacing a certain part-numbered blade with an approved part- numbered blade. This AD is prompted by an error in the Illustrated Parts Catalog (IPC) that incorrectly allows installation of a certain part-numbered blade on the affected helicopters. These actions are intended to prevent blade failure and subsequent loss of control of the helicopter.
2000-11-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires repetitive inspections of the sliding tube subassembly on the main landing gear (MLG) to detect cracks, and replacement of a cracked subassembly with a new subassembly. This amendment also eventually requires a more extensive, one-time inspection of the same area and corrective actions, if necessary; which terminates the repetitive inspections. 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 cracking of the MLG sliding tube subassembly, which could result in collapse of the MLG.