Results
92-11-04: 92-11-04 BRITISH AEROSPACE: Amendment 39-8254. Docket No. 91-NM-166-AD. Applicability: British Aerospace Model ATP airplanes; as listed in British Aerospace Service Bulletin ATP-24-34, dated April 25, 1991, and British Aerospace Service Bulletin ATP-33-8, Revision 2, dated April 11, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent inaccurate navigation when using the standby compass, accomplish the following: (a) Within 14 days after the effective date of this AD, fabricate and install a temporary placard near the standby magnetic compass, worded as follows: "WARNING: OPERATION OF CABIN ROOF AND SIDEWALL LIGHTING, PITOT HEAT, AND STALL WARNING SYSTEMS MAY INDUCE EXCESSIVE ERROR IN THE MAGNETIC COMPASS READINGS." (b) Within 8 months after the effective date of this AD, accomplish the following: (1) Modify the earthing arrangements to the pitot static and stall warning systems (Modification 10194A) and to the overhead stowage units (Modification 10194B), as applicable, in accordance with British Aerospace Service Bulletin ATP 24-34, dated April 25, 1991. (2) Modify the roof and sidewall light wiring (Modification 35113A) in accordance with British Aerospace Service Bulletin ATP-33-8, Revision 2, dated April 11, 1991. (3) Accomplish a compass swing of the standby compass in accordance with British Aerospace Service Bulletin ATP-24-34, dated April 25, 1991. (4) Remove the temporary placard installed in accordance with paragraph (a) of this AD. (c) An alternative method 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, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment 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 the airplane to a location where the requirements of this AD can be accomplished. (e) The modifications shall be done in accordance with British Aerospace Service Bulletin ATP-24-34, dated April 25, 1991; and British Aerospace Service Bulletin ATP-33-8, Revision 2, dated April 11, 1991. These service bulletins contain the following list of effective pages: Service Bulletin No. Page Number Revision Level Date ATP-24-34 1-3, 5-21, Original April 25, 1991 23, 25, 27, 29, 31, 33, 35, 37, 39, 41, 43, 45, 47, 49, 51, 53-54 4, 22, 24, (These pages are not used) 26, 28, 30, 32, 34, 36, 38, 40, 42, 44, 46, 48, 50, 52 ATP-33-8 1 2 April 11, 1991 Revision 2 2-5, 19-20, 1 September 5, 1990 31, 33 6-18, 21, 23, Original April 29, 1990 25, 27,29, 35, 37, 39-40 22, 24, 26, (These pages are not used) 28, 30, 32, 34, 36, 38 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (f) This amendment becomes effective on July 23, 1992.
75-17-26: 75-17-26 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2331. Applies to Model SA-341G "Gazelle" helicopters, certificated in all categories, Serial Numbers 1031 and lower, incorporating tail rotor servo jack P/N 67.370.004.00 or P/N 67.370.006.00. Compliance is required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Gazelle Service Bulletin No. 67.01, dated March 9, 1973. To prevent over-torquing of engine by application of tail rotor control, replace tail rotor servo jack P/N 67.370.004.00 or P/N 67.370.006.00, with tail rotor servo jack P/N 67.370.008.00. This amendment becomes effective on August 20, 1975.
99-20-13: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 99-20-13, which was sent previously to all known U.S. owners and operators of Eurocopter Canada Ltd. Model BO 105 LS A-3 helicopters by individual letters. This AD requires, before further flight, creating a component log card or equivalent record and determining the age and number of flights on each tension-torsion (TT) strap. The AD also requires inspecting and removing, as necessary, certain unairworthy TT straps. This amendment is prompted by an accident in which a main rotor blade (blade) separated from a Eurocopter Deutschland GMBH Model MBB-BK 117 helicopter because of fatigue failure of the TT strap. The Model MBB-BK 117 and the Model BO 105 LS A-3 helicopters use the same part-numbered TT strap. The actions specified by this AD are intended to prevent failure of a TT strap, loss of a blade, and subsequent loss of control of the helicopter.
99-21-24: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA-365C, C1, C2, N, and N1; AS-365N2; and SA-366G1 helicopters, that requires inspecting the tightening torque of the main rotor hub blade attach beam spherical thrust bearing bolts (bolts). This AD also requires either applying the specified torque or, if necessary, conducting a dye penetrant inspection for cracks in the metal components. Replacing the spherical thrust bearing (bearing) with an airworthy bearing is also required if a crack is found. This amendment is prompted by reports of cracks in the metal components of the bearing attachment joint. The actions specified by this AD are intended to prevent loosening of bearing bolts in flight, which may cause cracks in the metal components, failure of the bearing, and subsequent loss of control of the helicopter.
71-21-02: 71-21-02 BELL: Amendment 39-1304 as amended by Amendment 39-2048. Applies to Bell Models 205A and 205A-1 helicopters certificated in all categories equipped with tail boom assembly, part number 205-032-802-1, -3, -5, -9, or -11. Compliance required as indicated. To detect a possible fatigue crack in the vertical fin forward spar in the area of the first rivet hole above the tail fin and tail boom intersection at fuselage station 434 or fin station 70.3, accomplish the following: (a) Inspect tail booms having 600 or more hours total time in service on the effective date of this AD within 25 hours time in service therefrom, in accordance with the procedures listed in paragraph (c) unless already accomplished within the last 75 hours. (b) Inspect tail booms having less than 600 hours total time in service on the effective date of this AD before reaching 625 hours total time in service in accordance with the procedures listed in paragraph (c) unless accomplished withinthe last 75 hours. (c) Accomplish repetitive inspections in accordance with the procedures listed below at intervals of not more than 100 hours time in service from the last inspection: (1) Remove the 42 degrees gear box cover from the tail boom and open the tail rotor drive shaft cover on the vertical fin. (2) Remove and do not reinstall the one rivet in the spar cap angle at fin station 70.3 and remove the paint finish and clean the area around the rivet hole, inboard and outboard sides of spar, including radius of cap angle on the left side of the fin forward spar from fin station 69.5 to 71, using cloth and methyl ethyl ketone or equivalent. (3) Inspect the rivet hole and the clear area of the fin spar for cracks using a visual or a dye penetrant or equivalent inspection method. (4) If no cracks are found, protect the clear area of the spar and rivet hole using a clear lacquer or light film of clear grease or equivalent transparent protection. (5)If cracks are found, remove the tail boom and replace with an uncracked tail boom in accordance with the procedures in The Bell Model 205A or 205A-1 Maintenance and Overhaul Instructions before further flight. (d) Before the first flight of each day after the inspection in paragraph (c) is accomplished, conduct a check as follows: (1) Remove the 42 degrees gear box cover from the tail boom and open the tail rotor drive shaft cover on the vertical fin. (2) Visually check the rivet hole area and the clear area of the fin forward spar for cracks. (3) If cracks are found, remove the tail boom and replace with an uncracked tail boom in accordance with the procedure of The Bell Model 205A or 205A-1 Maintenance and Overhaul Instructions before further flight. (4) The above check may be performed by the pilot. NOTE: For the requirements regarding the listing of compliance and method of compliance with this airworthiness directive in the aircraft permanent maintenance record, see FAR 91.173. (e) Operators not having kept time in service records on individual tail booms should use helicopter hours time in service for the purpose of this airworthiness directive. (f) The inspections noted by this AD are no longer required when the tail fin forward spar is modified in accordance with Part 2, Bell Helicopter Company Service Bulletin No. 205A- 6 dated May 11, 1971 or Revision A dated June 14, 1971, or later approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (g) This airworthiness directive is not applicable for tail boom assemblies P/N 205- 032-802-9, serial numbers BBBI-50026 and subsequent, P/N 205-032-802-11 serial numbers BBBI-50003 and subsequent; and fuselage assemblies P/N 205-200-010-178, serial numbers BBDN-50051 and subsequent, and serial number BBDN-00101 and subsequent serial numbers. 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 the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 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 Southwest Regional Office in Fort Worth, Texas. Amendment 39-1304 became effective October 30, 1971. This amendment 39-2048 becomes effective December 23, 1974.
99-21-23: This amendment adopts a new airworthiness directive (AD) that applies to all Avions Mudry et Cie (Avions Mudry) Model CAP 10B airplanes. This AD requires restricting the entry speed for performing flick maneuvers to 97 knots. Inserting a copy of this AD into the Limitations Section of the CAP 10B flight manual is also required, along with fabricating and installing a placard (in the cockpit of the airplane within the pilot s clear view) that indicates this limitation. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to provide the flight information necessary to the pilot so that excessive speed is not used during aerobatic maneuvers, which could result in the wing separating from the airplane.
2021-02-11: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH Model MBB-BK117 A-1, MBB-BK117 A-3, MBB-BK117 A-4, MBB-BK117 B-1, MBB-BK117 B-2, MBB-BK117 C-1, and MBB- BK117 C-2 helicopters. This AD requires inspecting the tail gearbox (TGB) bellcrank attachment arm (arm) for a crack. This AD was prompted by a report of a cracked TGB arm. The actions of this AD are intended to address an unsafe condition on these products.
2014-05-21: We are superseding airworthiness directive (AD) 2008-11-04 for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2008-11-04 required repetitive inspections for cracking in and around the upper and lower hinge cutouts of the forward entry and forward galley service doorways, and corrective actions if necessary. This new AD reduces the inspection threshold for cracking in and around the galley service doorway hinge cutouts, adds inspections of certain repaired structure at the forward entry and galley service doorway upper and lower hinge cutouts, expands the inspection area at the forward entry and galley service doorway upper and lower hinge cutouts, and removes certain airplanes from the applicability. This AD was prompted by multiple reports of cracks in the skin and/or bear strap at the forward galley service doorway hinge cutouts, and multiple reports of cracking under the repairs installed at the hinge cutouts. We are issuing this AD to detect and correct such cracking, which could result in rapid decompression of the airplane.
99-21-22: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-30, SD3-60, SD3 SHERPA, and SD3-60 SHERPA series airplanes, that requires a visual inspection to detect corrosion of the shear decks and ribs of the left and right stub wings; follow-on corrective actions, if necessary; and drilling of new drain holes in the lower shear decks. 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 corrosion of the stub wing shear decks and ribs, which could result in cracking or failure of the stub wing structure.
99-21-14: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA-360C, SA-365C, C1, C2, SA-365N, N1, AS-365N2, and SA-366G1 helicopters, that requires inspecting and, if necessary, replacing certain circuit breakers. This amendment is prompted by the manufacturer discovering the loss of electrical continuity between the terminals of a circuit breaker. The actions specified by this AD are intended to prevent loss of electrical power, loss of instrumentation, and subsequent loss of control of the helicopter.