Results
2005-13-14: The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model MD-90-30 airplanes. This AD requires replacing existing dual anti-skid control manifolds (DACM) with new, improved or reworked and reidentified DACMs; inspecting the inlet filters and other components of the DACMs for damage; replacing any damaged DACM components with new or serviceable components; and flushing/cleaning the braking system prior to replacing the inlet filters. This AD is prompted by reports of multiple incidents of blown tires on landing while using maximum autobrake. We are issuing this AD to prevent metallic fibers from the first stage filter of the servo valves inside the DACM from becoming lodged in the first stage nozzle of the servo valve, which could lead to tire failure during high speed/high energy braking and possible subsequent runway departure.
67-23-05: 67-23-05 GRAVINER: Amdt. 39-454, Part 39, Federal Register August 1, 1967. Applies to Automatic Fire Extinguishers Installed on, but not Necessarily Limited to, the Airplanes Listed: P/N's 112A, 147A, and 1137A Installed on BAC 1-11 200 and 400 Series Airplanes; P/N 132A Installed on Short Bros. Skyvan SC-7, Series 2 Variant 200; and P/N 142A Installed on Hawker Siddeley DH-125 Series Airplanes. \n\n\tCompliance required as indicated. \n\n\tTo prevent failure of Graviner fire extinguisher containers, accomplish the following: \n\n\t(a)\tWithin the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 500 hours' time in service for fire extinguisher containers with a stamp date October 1965 or before, or unless already accomplished within the last 1,500 hours' time in service for fire extinguisher containers with a stamp date later than October 1965, visually inspect Graviner automatic fire extinguisher containers for cracks orleaks and weight in accordance with Graviner Alert Service Bulletin No. 26-A30, Issue No. 2, dated April 21, 1967, or later ARB-approved issue, or FAA-approved equivalent. \n\n\t(b)\tRepeat the inspection specified in paragraph (a) at intervals not to exceed 500 hours' time in service from the last inspection for fire extinguisher containers with a stamp date October 1965 or before. For fire extinguisher containers with a stamp date later than October 1965, reinspect in accordance with paragraph (a) once between 1,400 and 1,500 hours' time in service after the initial inspection. \n\n\t(c)\tReplace all defective fire extinguisher containers with fire extinguisher containers of the same part number with a stamp date later than October 1965 before further flight. \n\n\tThis AD supersedes AD 67-17-04. \n\n\tThis amendment effective August 1, 1967. \n\n\tRevised August 12, 1967.
70-02-09: 70-02-09 NORTH AMERICAN: Amdt. 39-927. Applicable to operators of North American Sabreliner Models NA-265-40 and -60 with thrust reversers installed. With ten (10) hours time in service or not later than December 29, 1969, whichever occurs first, unless already accomplished since December 19, 1969, perform the "Engine-Thrust Reverser Rigging Inspection" described in North American Alert Wire dated December 19, 1969, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment is effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated December 24, 1969.
75-16-23: 75-16-23 PATTEN/PAN AVION: Amendment 39-2295. Applies to Pan Avion and Patten/Pan Avion models LSR-174 ( ) and LSR-174 (2) Evacuation Slides, Serial Numbers 473 through 524. Compliance required as indicated. To prevent loss of pressure in the evacuation slide inflation system, within 500 hours' time in service after the effective date of this AD, unless already accomplished, replace the Patten/Pan Avion inflation hoses, part numbers 1500-11A on model LSR-174 ( ) and 1600-19 on model LSR-174 (2), with inflation hoses, part numbers 1500-54 on model LSR-174( ) and 1600-23 on model LSR-174 (2) in accordance with Patten/Pan Avion Service Bulletin 27-75 dated February 20, 1975, or later FAA approved revision. This amendment becomes effective August 11, 1975.
2005-13-05: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-400F series airplanes. This AD requires initial detailed and open-hole high frequency eddy current inspections for cracking of the web, upper chord, and upper chord strap of the upper deck floor beams, and repair of any cracking. This AD also requires a preventive modification of the upper deck floor beams, and repetitive inspections for cracking after \naccomplishing the modification. This AD is prompted by reports of fatigue cracking found on the upper deck floor beam to frame attachment points. We are issuing this AD to prevent fatigue cracks in the upper chord, upper chord strap, and the web of the upper deck floor beams and resultant failure of the floor beams. Failure of a floor beam could result in damage to critical flight control cables and wire bundles that pass through the floor beam, and consequent loss of controllability of the airplane. Failure of the floor beam also could resultin the failure of the adjacent fuselage frames and skin, and consequent rapid decompression of the airplane.
67-23-07: 67-23-07 TOST: Amdt. No. 39-449, Part 39, Federal Register July 20, 1967. Applies to Tost Type Universal 53 Glider Tow Couplings with Serial Numbers 1 through 29999, Installed on Schempp-Hirth Models Standard Austria S, SH, and SH-1; Scheibe Flugzeugbau Models L-Spatz 55, Bergfalke II 55, and SF 26A; and Alexander Schleicher Models Ka 6 CR, Ka 6 E, K 7, and K 8 B gliders. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To reduce the release load on the glider coupling when the tow cable imposes asymmetrical loads, replace, in accordance with Tost Modification No. 2/65, dated November 9, 1965, or FAA-approved equivalent, the bracket type automatic releases of the tow coupling with ring type automatic releases that conform to the Luftfahrt-Bundesamt approved type certificate 60.290/11 or later approved issue, or FAA-approved equivalent. This amendment effective August 19, 1967.
74-12-01: 74-12-01 ENSTROM: Amendment 39-1856 as amended by Amendment 39-1940. Applies to Models F-28 and F-28A helicopters: Compliance: Required as indicated, unless already accomplished. To prevent failure of the forged idler yoke (P/N 28-13223) (a) Before further flight and every 10 hours' time in service thereafter inspect by dye penetrant inspection method the webbed area of the forged idler yoke P/N 28-13223 for cracks. A forged idler yoke can be distinctively identified by the Part Number 28-13223 forged in 1/4 inch raised numbers on one side of the barrel portion and the alloy number MMT2014 forged in raised letters on the other side. (b) As part of each pilot preflight inspection (logbook entry not required), the owner/operator is required to visually inspect the webbed area of the forged idler yoke P/N 28- 13223 for cracks. (c) If cracks in the forged idler yoke P/N 28-13223 are detected when inspected in accordance with paragraph (a) or (b) above, replace it before further flight with a cast idler yoke P/N 28-13299, at which time the inspections required by this Airworthiness Directive are no longer applicable. (d) The forged idler yoke P/N 28-13223 can be replaced at any time with a cast idler yoke P/N 28-13299 at which time inspections required by this Airworthiness Directive are no longer applicable. (e) Equivalent methods of compliance with this Airworthiness Directive must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region. Amendment 39-1856 was effective June 5, 1974, and was effective April 19, 1974, for all recipients of the air mail letter dated April 19, 1974, which contained this amendment. This Amendment 39-1940 becomes effective September 4, 1974.
2005-13-12: The FAA adopts a new airworthiness directive (AD) for certain Air Tractor, Inc. (Air Tractor) Models AT-300, AT-301, AT-302, AT-400, AT-400A, AT-401, AT-402, AT-602, AT-802, and AT-802A airplanes. This AD requires you to repetitively tighten the four eyebolts that attach the front and rear spar of the horizontal stabilizer to the respective stabilizer strut to the specified torque, and repetitively replace at specified intervals any eyebolts that attach the front and rear spar of the horizontal stabilizer to the respective stabilizer strut. An option for replacing the steel brace assembly inside the stabilizer with a new steel brace assembly with larger bushings and stronger eyebolts that increases the interval for replacement of eyebolts for AT-602, AT-802, and AT-802A airplanes is also included in this AD. This AD results from reports of failures of the subject eyebolt. We are issuing this AD to detect, correct, and prevent future fatigue failure in any eyebolt that attachesthe front and rear spar of the horizontal stabilizer to the respective stabilizer strut. Failure of the eyebolt could lead to an abrupt change or complete loss of pitch control and/or the airplane departing from controlled flight.
2016-08-11: We are superseding Airworthiness Directive (AD) 2012-17-13, which applied to certain The Boeing Company Model 707 airplanes, and Model 720 and 720B series airplanes. For certain airplanes, AD 2012-17- 13 required using redefined flight cycle counts; determining the type of material of the horizontal stabilizer, rear spar, and upper and lower chords on the inboard and outboard ends of the rear spar; repetitively inspecting for cracking of the horizontal stabilizer components; and repairing or replacing the chord, or modifying chord segments made of 7079 aluminum, if necessary. For all airplanes, AD 2012-17-13 required inspecting certain structurally significant items, and repairing discrepancies if necessary. This new AD adds a requirement to replace all chord segments made of 7079 aluminum with new, improved chord segments made of 7075 aluminum. This AD was prompted by a determination that all chord segments made of 7079 aluminum must be replaced with new, improved chord segments made of 7075 aluminum. We are issuing this AD to detect and correct stress corrosion and potential early fatigue cracking in the horizontal stabilizer, which could result in reduced structural integrity of the horizontal stabilizer.
73-11-07: 73-11-07 SIAI-MARCHETTI: Amdt. 39-1647. Applies to SIAI Marchetti, Model S.205 airplanes, Serial Nos. 001 through 003, 101 through 399, 4-101 through 4-165, 4-167 through 4- 215, 4-227, 4-232 through 4-252, 4-254, 4-267, 4-268, 4-270, 4-271, 4-273, 4-274, 4-282, 4-285, 5-302, 5-303, 5-406; and Model S.208 airplanes, Serial Nos. 001 through 003, 1-03 through 1-15, 2-16 through 2-22, 2-47 through 2-50, 369, 3-100, 4-51, 4-231, 4-233, and 4-256 through 4-258. Compliance is required as indicated unless already accomplished. To detect frayed or improperly aligned flap and aileron control cables at the passage of the cables from the fuselage to the wings, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, inspect the flap and aileron control cables in the area of passage from the fuselage to the wings for fraying or contact with the metallic cup, P/N 205-1-156-11, in accordance with SIAI Marchetti Service Bulletin No. 205B31 dated January 14, 1972, or FAA-approved equivalent. (b) If frayed flap or aileron control cables or contact between the control cables and the metallic cup, P/N 205-1-156-11, are found during the inspection required by paragraph (a), before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, replace any frayed cables and rework the metallic cup, P/N 205-1-156-11, in accordance with SIAI Marchetti Service Bulletin No. 205B31 dated January 14, 1972, or FAA-approved equivalent. This amendment becomes effective June 22, 1973.
2005-13-01: The FAA is superseding an existing airworthiness directive (AD) for Hoffmann Propeller GmbH & Co KG Models HO-V343 and HO-V343K propellers. That AD currently requires initial and repetitive visual inspections of propeller blades for blade shake and blade nut preload. That AD also requires initial and repetitive eddy current inspections of blade hubs for damage and cracks. This AD requires an ultrasonic inspection of the propeller hub and an eddy current inspection of the propeller hub if any cracks are discovered during ultrasonic inspection. Additionally, this AD requires sending a hub inspection report to the manufacturer. This AD also requires replacement of the propeller if any signs of blade shake, cracks, or other damage to the propeller hub outside serviceable limits are detected during the inspections. This AD results from the discovery of a propeller blade separation due to a possible hub failure. We are issuing this AD to prevent propeller hub failure and blade separation due to an unknown root cause, leading to damage and possible loss of control of the airplane.
67-14-07: 67-14-07 PIPER: Amdt. 39-375 Part 39 Federal Register April 20, 1967. Applies to Model PA-25-235 Airplanes, Serial Numbers 25-2000 to 25-4171 Inclusive. Compliance required as indicated. To prevent further failures of engine exhaust system components, accomplish the following: (a) Initial Inspection. Unless already accomplished, conduct the following inspections within the next 50 hours' time in service after the effective date of this AD on aircraft with 150 or more hours total time. On aircraft with less than 150 hours' total time, conduct the following inspection before an accumulation of 200 hours' total time unless already accomplished. (1) Inspect the entire exhaust system for signs of cracks, burn-throughs, weld separations, failed internal baffles, etc. Remove the muffler assembly by disconnecting air ducts, stacks, shrouds, etc., as necessary to permit a thorough visual inspection of exterior and interior surfaces with a probe light and mirror. The cabin air heat shroud must also be removed from the muffler. (2) In addition to the exhaust inspection, accomplish the following: (i) Inspect the lower ignition harness for deteriorated insulation. (ii) Inspect the lower engine mount in the area near the exhaust stack for blistered or burned paint and rust. (iii) Inspect the rubber engine mount bushings for deterioration and loss of resilience. (iv) Inspect all flexible air and heat ducting for deterioration and burning. Parts bound damaged or deteriorated as described above must be replaced or repaired before further flight. Extreme care must be exercised when re-installing the exhaust system components to prevent distortion of preloading any parts. (b) Recurrent Inspections. With 50 hours' time in service from the initial inspection and every 50 hours' time in service thereafter, repeat the initial exhaust system inspection described in (a)(1) except that the muffler neednot be removed from the aircraft provided visual inspection with probe light and mirror are made through the muffler tail pipe outlet and one end of the muffler at the stack connection. (c) Compliance Time Adjustments. (1) The inspection time intervals may be adjusted up to a maximum of 15 hours to coincide with aircraft annual or 100 hour scheduled inspections. (2) Inspections, repairs or alterations must be accomplished by authorized individuals or repair facilities. Aircraft log record entry must be made to reflect AD compliance in accordance with FAR 91.173. (d) The recurrent inspections of the exhaust systems as required in (b) may be discontinued upon installation of the new improved muffler and exhaust stack clamps included in muffler installation kit, Piper Part No. 753-753. (Piper Service Bulletin No. 241 covers this same subject.) This directive effective May 20, 1967.
2015-14-05: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) JT8D-217C and JT8D-219 turbofan engines. This AD was prompted by reports of cracking in the low-pressure turbine (LPT) shaft. This AD requires removing affected LPT shafts from service using a drawdown plan. We are issuing this AD to prevent failure of the LPT shaft, which could lead to an uncontained engine failure and damage to the airplane.
97-14-03: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires installation of a newly designed rudder-limiting device and yaw damper system. This amendment is prompted by a report indicating that a full rudder input, either commanded or uncommanded, could result in a rapid roll upset; and by reports of malfunctions of the yaw damper system. The actions specified by this AD are intended to prevent excessive rudder authority and consequent reduced controllability of the airplane; and malfunctions of the yaw damper system, which could result in sudden uncommanded yawing of the airplane and consequent injury to passengers and crewmembers.
2005-13-07: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc. (formerly AlliedSignal Inc. and Garrett Turbine Engine Co.) TFE731-2 and -3 series turbofan engines with certain part numbers (P/Ns) and serial numbers (SNs) of low pressure (LP) 1st and 2nd stage turbine rotor discs initially installed. This AD requires replacement of those LP 1st and 2nd stage turbine rotor discs. This AD results from a report of an uncontained failure of an LP 2nd stage turbine rotor disc that resulted in an in-flight engine shutdown. We are issuing this AD to prevent LP turbine rotor disk separation, which could result in an uncontained engine failure and damage to the airplane.
74-20-05: 74-20-05 BELL: Amendment 39-1965. Applies to Bell Model 212 helicopters, serial numbers 30501 through 30593, certificated in all categories. Compliance required within the next 100 hours' time in service after the effective date of the A.D., unless already accomplished. To prevent possible failure of the synchronized elevator ribs with resulting loss of the elevator, modify the right and left elevators as specified in Part III of Bell Helicopter Company Service Bulletin No. 212-01-74-2 dated March 27, 1974, or later FAA approved revision. 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 A.D. 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. This amendment becomes effective October 21, 1974.
74-16-05: 74-16-05 SIKORSKY AIRCRAFT: Amendment 39-1910 is amended by Amendment 39-2033. Applies to S-64A, S-64E, and S-56 helicopters certificated in all categories. Compliance required as indicated. To prevent fatigue failures of the main rotor head spindle lock nut, accomplish the following: (a) Before the accumulation of 750 hours time in service on a main rotor head spindle lock nut, P/N S1510-23031-0, or within the next 25 hours time in service after the effective date of this AD, whichever occurs later, replace the affected lock nut with a serviceable part of the same part number and thereafter repeat replacement at intervals not to exceed 750 hours time in service. (b) Before the accumulation of 10,500 hours time in service on a main rotor head spindle lock nut, P/N S1510-23031-1, or within the next 25 hours time in service after the effective date of this AD, whichever occurs later, replace the affected lock nut with a serviceable part of the same part number and thereafter repeat replacement at intervals not to exceed 10,500 hours time in service. Amendment 39-1910 became effective August 15, 1974. This amendment 39-2033 becomes effective December 12, 1974.
51-15-02: 51-15-02 FRANKLIN: Applies to All Franklin 6A4-165-B3 Engines Serially Numbered 33046 and Below Incorporating Original Crankcase (Left Half No. 18305; Right Half No. 18306). These Two Parts Form Crankcase Assembly, P/N 18553. The Number of Each Crankcase Half is Located on Each Casting Below the Number 1 and 6 Cylinder Location. To be accomplished by July 15, 1951. Effective on and after this date, all applicable crankcases with 500 hours of operation since new or 250 hours since last overhaul should be inspected as follows: Remove crankcase cover and visually inspect the webbing near the main journal area for cracks. (1) Crankcases found to be free of cracks should be inspected at 250-hour intervals thereafter. In the event that the conditions described in (2) and (3) are detected, the provisions of (2) and (3) will apply. (2) Crankcases found with (a) surface indications, hairline cracks, or small wall cracks and (b) cracks starting at main bearing stud hole on the opposite side from main bearing support, may be operated further at the option of the owner. Such crankcases should be inspected at 50-hour intervals thereafter to determine progress of cracks. (3) Crankcases found fractured or with cracks that have progressed to the extent that they enter the main bearing supports (usually from back near (a) main bearing stud hole and (b) drilled oil hole) indicate that a complete break soon will occur. Such crankcases should be replaced with the reinforced crankcase assembly, P/N 18925, at which time no further inspection is required. Crankcase assembly P/N 18925 may be identified by casting No. 18905 appearing below No. 1 cylinder location and casting No. 18906 appearing below No. 6 cylinder location. (Franklin Service News No. 10 also covers this subject.)
2005-13-03: The FAA is adopting a new airworthiness directive (AD) for certain AvCraft Dornier Model 328-100 and -300 airplanes. This AD requires operators to install colored identification strips on the pulley brackets, fairlead bracket assemblies, operational assemblies, and flight control cables. This AD is prompted by a report that the flight control systems do not have elements that are distinctively identified. We are issuing this AD to prevent the incorrect re-assembly of the flight control system during maintenance, which could result in reduced controllability of the airplane.
67-03-08: 67-03-08 VICKERS: Amdt. 39-330 Part 39 Federal Register December 29, 1966. Applies to Viscount Models 744, 745D, and 810 Series Airplanes. Compliance required as indicated. To prevent further failures of the nose landing gear bracing structure, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 300 hours' time in service, visually inspect the nose landing gear bracing structure for damage in accordance with British Aircraft Corporation (BAC) Ltd. Preliminary Technical Leaflet (PTL) No. 104, Issue 3 (800/810 Series), or No. 240, Issue 3 (700 Series), or later ARB-approved issue, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection until modified in accordance with (e). (b) Within the next 350 hours' time in service after the effective date of this AD, unless already accomplished within the last 1,050 hours' time in service, conduct a radiographic inspection or disassemble and inspect by dye penetrant the upper and lower actuator beam members and center diaphragms of the actuator beam for cracks in accordance with applicable PTL specified in (a) of this AD or later ARB-approved issue and thereafter at intervals not to exceed 1,400 hours' time in service from the last inspection until modified in accordance with (e). (c) Conduct the visual inspection specified in (a) before further flight and the radiographic or dye penetrant inspection specified in (b) within the next 350 hours' time in service following any flight in which the nose landing gear is subjected to any of the high loadings discussed in the paragraph headed "The Cause" of the applicable PTL specified in (a) of this AD or later ARB-approved issue. (d) Repair or replace any parts found damaged or cracked during the inspections required by this AD before further flight in accordance with the applicable PTL specified in (a) of this AD or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East Region. (e) The repetitive inspections required by this AD may be discontinued after installation of BAC Modification D3147 (700 Series) or (800/810 Series) or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East Region. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. This directive effective January 28, 1967.
2005-12-20: The FAA is adopting a new airworthiness directive (AD) for certain The Lancair Company (Lancair) Model LC41-550FG airplanes. This AD requires both visual and dye penetrant inspections of the elevator torque tube assembly for cracks. If a crack is found, this AD requires replacement with a modified assembly that incorporates a steel doubler. This AD also requires replacement of the modified elevator torque tube assembly every 300 hours time-in-service or 18 months (whichever occurs first). This AD results from cracks found in the weld area of the elevator torque tube assembly. We are issuing this AD to detect and correct cracks in the elevator torque tube assembly, which could result in failure of the elevator torque tube assembly and subsequent loss of control of the airplane.
2016-07-26: We are superseding Airworthiness Directive (AD) 2010-23-02 for Eurocopter France (now Airbus Helicopters) Model SA-365N, SA-365N1, AS- 365N2, and AS 365 N3 helicopters. AD 2010-23-02 required amending the Limitations section of the Rotorcraft Flight Manual (RFM) to limit the never-exceed velocity (VNE) to 150 Knots Indicated Air Speed (KIAS) and to add a 1,500 ft/minute rate of descent (R/D) limitation beyond 140 KIAS. Since we issued AD 2010-23-02, a design change designated as modification (MOD) 0755B28 improved the dynamic behavior of the horizontal stabilizer such that AD actions are not required. This new AD retains the requirements of AD 2010-23-01 and revises the applicability to exclude helicopters with MOD 0755B28. We are issuing this AD to exclude certain helicopters from the applicability and restrict the VNE on other helicopters to prevent failure of the horizontal stabilizer and subsequent loss of control of the helicopter.
2005-12-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires inspecting the electrical connectors of the fire extinguisher bottles for the forward and aft baggage compartments and for the auxiliary power unit and engine nacelles to determine if they are connected correctly; and doing related investigative and corrective actions, if necessary. This AD is prompted by reports of the electrical connectors for the fire bottles in the forward and aft baggage compartments being cross connected. We are issuing this AD to detect and correct cross connection of the fire extinguisher bottles, which could result in failure of the fire bottles to discharge and consequent inability to extinguish a fire in the affected areas.
66-14-01: 66-14-01 AERO COMMANDER (SNOW): Amdt. 39-246 Part 39 Federal Register June 3, 1966. Applies to Models S-2A, S-2B, S-2C, and 600 S-2C Airplanes. Compliance required as indicated, unless already accomplished. To prevent fatigue cracks in the lower spar cap of the wing main spar, accomplish the following: (a) For Model S-2A airplanes with 1,400 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 1,500 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (b) For Model S-2A airplanes with less than 1,400 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 1,500 hours' time in service and comply with (l) within the next 1,500 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 1,500 hours' time in service. (c) For Models S-2B and S-2C airplanes, Serial Number 1189 and below, powered by 450 hp. engines, with 900 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 1,000 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (d) For Models S-2B and S-2C airplanes, Serial Number 1189 and below, powered by 450 hp. engines, with less than 900 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 1,000 hours' time in service and comply with (l) within the next 1,000 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 1,000 hours' time in service. (e) For Model S-2C airplanes, Serial Numbers 1190 through 1231, powered by 450 hp. engines, with 900 or more hours' time in service on the effective date of this AD, comply with (l) within the next 100 hours' time in service. (f) For Model S-2C airplanes, Serial Numbers 1190 through 1231, powered by 450 hp. engines, with less than 900 hours' time in service on the effective date of this AD, comply with (l) before the accumulation of 1,000 hours' time in service. (g) For Models S-2C and 600 S-2C airplanes, Serial Number 1189 and below, powered by 600 hp. engines, with 600 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 700 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (h) For Models S-2C and 600 S-2C airplanes, Serial Number 1189 and below, powered by 600 hp. engines, with less than 600 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 700 hours' time in service and comply with (l) within the next 700 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 700 hours' time in service. (i) For Models S-2C and 600 S-2C airplanes, Serial Numbers 1190 through 1231, powered by 600 hp. engines, with 600 or more hours' time in service on the effective date of this AD, comply with (l) within the next 100 hours' time in service. (j) For Models S-2C and 600 S-2C airplanes, Serial Numbers 1190 through 1231, powered by 600 hp. engines, with less than 600 hours' time in service on the effective date of this AD, comply with (l) before the accumulation of 700 hours' time in service. (k) Install modified wing center splice in accordance with Snow Service Letter No. 29 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region. (l) Install wing lower steel spar caps in accordance with Snow Drawing No. 5-1089, Revision D, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region. (Snow Service Letter No. 36 pertains to this subject.) This directive effective July 5, 1966.
2016-07-29: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC225LP, AS332C, AS332L, AS332L1, and AS332L2 helicopters. This AD requires inspecting each TECALEMIT flexible hydraulic hose (hose) installed in the main gearbox (MGB) compartment and replacing the hose if a crack, cut, or other damage exists. This AD was prompted by reports about the loss of in-flight hydraulic pressure on Eurocopter France helicopters. The actions of this AD are intended to prevent loss of the hydraulic system and consequently, loss of helicopter control.