Results
69-12-04: 69-12-04 BELLANCA: Amdt. 39-779. Applies to Models 14-19-3A (Serial Numbers 4229 thru 4342) and 17-30 (Serial Numbers 30001 thru 30164) Airplanes. Compliance: Required as indicated. To prevent failures of the stabilizer rear strut clevises, unless already accomplished, perform either A or B below: A) Within 25 hours' time-in-service after the effective date of this airworthiness directive, and thereafter at intervals of not to exceed 25 hours' time-in-service from the date of the last inspection, conduct a magnetic particle inspection of both P/N 193101-9 rear strut attach clevises in the area of the threaded shank. The clevises must be removed from the airplane to perform the inspection. If a crack is found during any inspection, before further flight, perform the replacement required by Paragraph B of this airworthiness directive. B) Within 25 hours' time-in-service after the effective date of this airworthiness directive, replace both P/N 193101-9 rear strutattach clevises with redesigned P/N 193130 rear strut attach clevises, in accordance with instructions contained in Bellanca Service Letter No. 50, dated May 28, 1969, or any other method approved as an equivalent by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration, Central Region. C) When the replacement described in Paragraph B of this airworthiness directive has been accomplished on both rear strut attach clevises, the inspections required by Paragraph A of this airworthiness directive are no longer required. This amendment becomes effective June 13, 1969.
2014-14-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. This AD requires modification of the engine by removing an electronic engine control (EEC) incorporating EEC software standard A14 or earlier and installing an EEC eligible for installation. This AD was prompted by an uncontained multiple turbine blade failure on an RR RB211 Trent 772B turbofan engine. We are issuing this AD to prevent failure of the intermediate-pressure (IP) turbine disk drive arm or burst of the high-pressure turbine disk, which could lead to uncontained engine failure and damage to the airplane.
57-26-02: 57-26-02 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required not later than July 1, 1958. To preclude the possibility of the flap idler sprocket retaining nut, P/N 60903-39 and 60903-1151 from becoming unscrewed, the improved locking means for the sprocket shaft nuts at Nos. 1, 2, and 3 flap units should be incorporated. This consists of the installation of a screwed collar P/N 70103-4227 and a split pin, P/N SP9E10. Vickers PTL No. 174 and Modification Bulletin No. 2439 cover the same subject. Modification No. 2439 has been classified as essential by the British Air Registration Board. The FAA concurs and considers compliance mandatory.
70-15-12: 70-15-12 SHORT BROTHERS AND HARLAND, LIMITED: Amdt. 39-1043. Applies to Model SC-7, Series III airplanes. To prevent cracking around the drain boss of the engine plenum chamber, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, incorporate Modification No. 1034 by installing flexible drain lines between the engine plenum chamber and bottom heat shield on both engines in accordance with Shorts Bulletin No. 71-56, Revision 1, dated May 20, 1970, or a later ARB-approved issue or an FAA approved equivalent. This amendment becomes effective July 23, 1970.
56-18-03: 56-18-03 DOUGLAS: Applies to All Models A-26B and A-26C Aircraft. Compliance required prior to September 5, 1956, and each periodic inspection thereafter. Numerous cases have been discovered of cracks in the nose gear cross beam assembly of certificated A-26 aircraft, developing at the inboard end of the trunnion journal. Accordingly, to reduce the possibility of failure of the wheel cross beam assemblies, the following inspection is required. (a) Remove the nose wheel cross beam assembly, P/N 5280335, or 5280336, or 5123942 or 5123943. (b) Using magnetic particle, dye penetrant or x-ray inspection equipment, inspect the 5-inch outboard portion of the beam and trunnion assembly for cracks, measuring from the trunnion journal inboard and paying particular attention to the area around the trunnion's shoulder and inboard of the welded area of the strap. (c) Cross beam assemblies found cracked during this inspection must be replaced. (USAF Technical Order 1B-26-519, dated April 9, 1956, covers this same subject.)
2014-12-12: We are adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC120B and EC130B4 helicopters. This AD requires replacing parts of the sliding door star support attachment assembly, depending on the outcome of required inspections. This AD is prompted by a report that passengers in a helicopter were forced to exit through the pilot door after landing because they could not open the sliding door from the inside. The actions of this AD are intended to prevent failure of the sliding door star support attachment, which could inhibit operation of a sliding door from inside, delaying the evacuation of passengers during an emergency.
84-10-04: 84-10-04 BOEING: Amendment 39-4872. Applies to Model 737 series airplanes certificated in all categories listed in Boeing Service Bulletin 737-24-1038 dated May 13, 1983, or later FAA approved revisions. To insure continued structural integrity of the elevator control system and to minimize a potential fire hazard, accomplish the following within the next 300 landings or 30 days, whichever occurs first, after the effective date of this AD, unless accomplished since the last removal of the APU generator circuit breaker:\n \n\tA.\tInspect the APU feeder cable on the aft side of Body Station 259.5 for interference with control cables as specified in Boeing Service Bulletin 737-24-1038 dated May 13, 1983, or later FAA approved revisions. \n\n\tB.\tRepair or replace any severed or damaged cables before further flight and insure that APU feeder cable attachments are intact. Relieve any cable interference in accordance with accepted methods prescribed by FAA Advisory Circular AC 43.13-1A,Chapter 11, Section 7, or in accordance with the modification specified by paragraph D., below.\n \n\tC.\tRepeat the inspection of paragraph A., above, following each removal of the APU generator circuit breaker, until the modification specified in paragraph D., below, is accomplished. \n\n\tD.\tThe inspections required by paragraph A. may be terminated by installation of the modification specified in Boeing Service Bulletin 737-24-1038 dated May 13, 1983, or later FAA approved revisions. \n\n\tE.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Principal Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average from takeoff to landing for the airplane type. \n\n\tF.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197 and 21.199 with prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tAlternate 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.\n \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective June 4, 1984.
80-25-04: 80-25-04 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-3983. Applies to Model L-1011 series airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent fuel leakage of specified fuel shut-off valves which could result in fire hazard accomplish the following: (a) Within 600 hours' time in service from the effective date of this AD, modify Whittaker fuel shut-off valves (12 per airplane) identified in paragraph 2.A of Lockheed Service Bulletin 093-28-062 Revision 1 dated August 20, 1980 by the dated May 20, 1980. Valve assemblies with a gold anodized valve cover have been previously reworked and do not require further modification per this AD. (b) 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 required by this AD. (c) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. The manufacturers 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 Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 15000 Aviation Boulevard, Hawthorne, California 90261, Room 6W14. This amendment becomes effective January 2, 1981.
80-21-53: 80-21-53 ROBINSON HELICOPTER: Amendment 39-3989. Applies to Model R-22 Helicopters, certified in all categories, fuselage numbers 0006 through 0060, with spiral bevel gear sets numbered 39 through 210 installed in the main rotor transmission. Compliance is required prior to further flight unless already accomplished. To prevent tooth failure of the spiral bevel gear in the main rotor transmission and possible loss of power to the main rotor system, accomplish the following: (a) Prior to further flight and at intervals not to exceed 10 hours' time in service thereafter, inspect the main transmission gear teeth in accordance with paragraph "Inspection Procedure" of Robinson Helicopter Company Mandatory Service Bulletin SB-5, dated October 6, 1980. (b) If gear tooth spalling, or cracks are detected, or if chips are found on the sump magnetic chip detector plug, remove the main transmission from service. (c) In the event that the MR (main rotor) chip light comes on during flight, make a precautionary landing as soon as possible and remove the transmission from service. (d) Flight is prohibited without an operable MR chip detector system. Prior to each flight the pilot must perform a MR chip light check by grounding the electrical terminal of the chip detector at the bottom of the main transmission and checking to be sure the MR light on the instrument panel illuminates. The pilot must be trained by a certified mechanic to perform this check. This check constitutes preventative maintenance and may be performed by persons authorized to perform preventative maintenance under FAR 43. The check required by this paragraph may be performed by the pilot. (e) All gear sets numbered 39 through 210 must be removed from service no later than January 31, 1981. Replacement of these gear sets constitutes terminating action for this AD. (f) Special flight permits may be issued, in accordance with FAR 21.197 and 21.199, to operate helicopters to a base for the accomplishment of inspections required by this AD. (g) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. This amendment becomes effective December 18, 1980 to all persons, except those to whom it was made immediately effective by telegraphic AD T80-21-53, dated October 11, 1980.
2014-12-06: We are adopting a new airworthiness directive (AD) for certain 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); and Airbus Model A310 series airplanes. This AD requires inspections of the external area of the aft cargo door sill beam for cracking, and repair if necessary. This AD was prompted by reports of fatigue cracks on the cargo door sill beam, lock fitting, and torsion box plate. We are issuing this AD to detect and correct fatigue cracking of the cargo door sill beam, lock fitting, and torsion box plate, which could result in the loss of the door locking function and, subsequently, complete loss of the cargo door in flight with the risk of rapid decompression.
80-22-02: 80-22-02 MCDONNELL DOUGLAS: Amendment 39-3947. Applies to DC-10, series 10, 30, and 40 airplanes, fuselage numbers 2, and 183 through 292, certified in all categories, equipped with Airborne Integrated Data System (AIDS) spoiler handle position sensor. \n\n\tCompliance is required, unless already accomplished. \n\n\tTo prevent blocking of initiation of spoiler/speedbrake deployment due to AIDS potentiometer link traveling overcenter, accomplish the following: \n\n\t(a)\tWithin 300 hours time in service from the effective date of this AD remove speedbrake potentiometer linkage P/N ABH 7486-1 Rod and ABH 7485-1 Crank in accordance with Douglas Aircraft Company Alert Service Bulletin A27-178, issued March 19, 1980 and Revision 1, dated May 2, 1980. \n\n\t(b)\tPrior to reactivation of AIDS, modify the AIDS potentiometer linkage bracket by adding a stop consisting of a lock bolt, spacer, washer, and collar in accordance with the "Accomplishment Instructions", Part 2 of Douglas Aircraft Company Service Bulletin A27-178, dated May 6, 1980. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of modification required by this AD. \n\n\t(d)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective October 23, 1980.
64-11-04: 64-11-04 PRATT & WHITNEY: Amdt. 734 Part 507 Federal Register May 23, 1964. Applies to All Models JT4A-3, -9 and -11 Turbojet Engines. Compliance required as indicated. To preclude front compressor failure as the result of front compressor rotor blade shift in front compressor rotor assemblies incorporating blade locks P/N's 429601, 310293, 429602, 310294, 429603, 310295, 429604, and 310296, accomplish the following: (a) Front compressor rotor assemblies with 3,000 or more hours' time in service since last overhaul, which have not previously been inspected by the procedure described in (d) shall be inspected in accordance with (d) within the next 100 hours' time in service after the effective date of this AD and within every 500 hours' time in service thereafter. (b) Front compressor rotor assemblies with less than 3,000 hours' time in service since last overhaul, which have not previously been inspected by the procedure described in (d) shall be inspected in accordance with (d) prior to the accumulation of 3,100 hours' time in service since last overhaul and within every 500 hours' time in service thereafter. (c) Front compressor rotor assemblies previously inspected by the procedure described in (d) shall be reinspected in accordance with (d) within every 500 hours' time in service from the last inspection. (d) By means of a boroscope or FAA-approved equivalent viewing instrument inserted through the existing inspection ports in the front compressor cases, inspect all front compressor blades in the fifth through eighth stages for blade axial displacement. (1) If forward displacement is between 0.045 and 0.080 inch, or if aft displacement is between 0.040 and 0.080 inch, reinspect within every 125 hours' time in service thereafter all blades in the stage or stages exhibiting blade displacement. If the forward or aft displacement has progressed beyond the limits established by this subparagraph comply with either subparagraph(2) or (3) whichever is applicable. (2) If forward or aft displacement is between 0.080 and 0.120 inch, within 25 hours' time in service remove the engine from service until the displaced blade condition is corrected. (3) If forward or aft displacement is in excess of 0.120 inch, before further flight remove the engine from service until the displaced blade condition is corrected. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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 such operator. (Pratt & Whitney Aircraft telegraphic message dated March 4, 1964, to all operators of JT4A-3, -9 and -11 turbojet engines covers the same subject.) This directive effective May 26, 1964.
63-17-07: 63-17-07 SUD AVIATION: Amdt. 603 Part 507 Federal Register August 14, 1963. Applies to SE 210 Caravelle VIR Aircraft. Compliance required before 4,000 hours' time in service. To prevent fatigue failure of the horizontal stabilizer attach fittings, accomplish the following: (a) On all aircraft except aircraft with Serial Numbers 62, 129, and subsequent, install a reinforced fitting on the forward and aft faces of each horizontal stabilizer forward attachment fitting at frame 65, and replace the existing skin doublers with larger and heavier doublers. Make these modifications in accordance with Sud Service Bulletin No. 53-22 (Modification 1039) or FAA approved equivalent. (b) On all aircraft except aircraft with Serial Numbers 62, 134, 138, 140, 156, and subsequent, machine a cutout in the horizontal mounting flange of the horizontal stabilizer attachment fitting and replace the bolts attaching these fittings to frame 65 by new forged bolts installed with sphericalbearing face washers. Make these modifications in accordance with Sud Service Bulletin No. 53-24 (Modification 1124) or an FAA approved equivalent. (c) When the modifications required by paragraphs (a) and (b) have been incorporated, the engine reverse thrust r.p.m. limitations specified in Airplane Flight Manual SE 210-651, Section 1.2.1B, revised October 16, 1962, and Airplane Flight Manual SE 210-650, Section 1.2.1A, revised October 16, 1962, may be removed from the respective Airplane Flight Manuals. If the aforementioned limitations are removed, the original limitations are removed, the original limitations appearing in the Airplane Flight Manual apply. This directive effective September 13, 1963.
2014-11-07: We are adopting a new airworthiness directive (AD) for Agusta Model A109A, A109A II, A109C, A109E, A109K2, A109S, AW109SP, A119, and AW119 MKII helicopters. This AD requires inspecting and replacing certain part-numbered main rotor swashplate support nuts. This AD is prompted by a report of two cracked nuts found on an A109S helicopter. These actions are intended to detect a cracked nut and prevent failure of the main rotor system, and subsequent loss of control of the helicopter.
80-14-11: 80-14-11 BOEING: Amendment 39-3831. Applies to all Model 747 series airplanes, (equipped with nose cargo doors) certificated in all categories. To prevent inadvertent opening of the nose cargo door, accomplish the following: \n\n\tA.\tUnless already accomplished, before further flight, in accordance with Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions, inspect portal latch fittings 1L through 8L and 1R through 8R for loose or missing bolts. Assure the bolts are at least finger tight when checked with the nose cargo door open. If all the bolts are installed and at least finger tight, the airplane may be returned to service for a maximum of three flights. Prior to the fourth flight, verify that the bolts, washers, and nuts are per drawing specification and tightened to the correct torque, as specified in paragraph IIIE of Boeing Alert Service 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions.B.\tIf fasteners are missing or loose, before further flight replace missing fasteners and torque all fasteners as specified in Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tC.\tIf replacement bolts of the correct type are unavailable for replacement of missing fasteners, tension-rated bolts heat treated to 160 KSI minimum may be temporarily installed for a maximum of 250 flight hours. Torque these bolts in accordance with paragraph IIIB of Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tD.\tAirplane dispatch with an inoperative latch lock system is not permitted unless the bolt/washer/nut installation and torque of all other latches is verified to be in accordance with the requirements of Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tE.\tAn unpressurized ferry flight may be made inaccordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tF.\tReport to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, telephone (206) 767-2516 or 767-2600, all discrepancies found as a result of this AD. (Reporting approved by the Bureau of Budget under BOB No. 04-R0174.) \n\n\tThe 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). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective July 15, 1980, and was effective earlier for those recipients of telegraphic AD T-80-NW-17 dated March 27, 1980.
62-07-01: 62-07-01 GENERAL DYNAMICS/CONVAIR: Amdt. 412 Part 507 Federal Register March 24, 1962. Applies to All Models 22 and 22M Aircraft. Compliance required within the next 75 hours' time in service after the effective date of this AD and at periods thereafter not to exceed 75 hours' time in service. To prevent further failures of the forward support trunnions for all elevator and rudder balance boards P/N 22-14715-7, 9, 15, and 17, the following shall be accomplished: Inspect the forward support trunnions for all elevator and rudder balance boards P/N 22- 14715-7, 9, 15, and 17 for failure or cracking. The inspection shall be conducted in accordance with Part A(1) of General Dynamics/Convair Alert Service Bulletin 880-A27-55 or 880M-A27- 24. Replace any failed or cracked part prior to further flight. When elevator balance board forward support trunnions, P/N 22-14715-15 and P/N 22- 14715-17, are replaced with Convair P/N's 22-11634-1 and 22-11634-3, respectively, or FAAapproved equivalents, the 75 hour repetitive inspections of the support trunnions for the elevator balance boards may be discontinued. When rudder balance board forward support trunnions, P/N 22-14715-7 and P/N 22- 14715-9, are replaced with Convair P/N's 22-11634-5 and 22-11634-801, respectively, or FAA approved equivalents, the 75 hour repetitive inspections of the support trunnions for the rudder balance boards may be discontinued. Upon request of the operator an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western 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 such operator. (Convair Alert Service Bulletins 880-A27-55A and 880M-27-24A cover this same subject.) This directive effective upon publication in the Federal Register forall persons except those to whom it was made effective immediately by telegram dated March 9, 1962. Revised April 7, 1962.
2014-09-08: We are superseding Airworthiness Directive (AD) 2007-16-19, which applied to certain The Boeing Company Model 747-200B, 747-300, and 747-400 series airplanes. AD 2007-16-19 required repetitive detailed inspections for cracking of the aft tension tie channels from body station (BS) 1120 to BS 1220 and from BS 880 to BS 1100, and corrective actions if necessary. AD 2007-16-19 also provided optional terminating action. This new AD retains the existing requirements, limits the area of the detailed inspection, adds repetitive surface high-frequency eddy current inspections, and mandates the previously optional terminating action. This AD was prompted by an analysis that indicated the need to mandate the previously optional modification. We are issuing this AD to prevent fatigue cracking of the tension ties, which could result in reduced structural integrity of the airplane and rapid depressurization of the airplane.
79-06-01: 79-06-01 CONSOLIDATED AERONAUTICS: Amendment 39-3435. Applies to Lake Model LA-4-200 airplanes, serial numbers 927, 931, 933 through 941 inclusive, 944 through 947 inclusive, 949 through 953 inclusive, 955, and 957. Compliance is required as indicated, unless already accomplished. To prevent operation of riveted aluminum engine mounts with cracked straps, accomplish the following: 1. Prior to further flight and thereafter prior to each flight until paragraph 2 is accomplished, visually inspect the left and right U-shaped straps, P/N 2-5400-245, that attach the lower engine mount fittings to the mount ring for cracks in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc., Service Bulletin B61, dated February 23, 1979. Replace cracked aluminum straps, P/N 2-5400-245, with steel straps, P/N 2-5400-275, in accordance with the above-mentioned service bulletin prior to further flight. 2. Within the next 15 hours flight time, replace the aluminum straps, P/N 2-5400- 245, installed on riveted aluminum engine mounts, with steel straps, P/N 2-5400-275, in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc., Service Bulletin B61, dated February 23, 1979. 3. 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 Lake 4 Sales Corporation, P.O. Box 399, Tomball, Texas 77375. This amendment is effective to all operators upon publication in the FEDERAL REGISTER, and was effective upon receipt for all recipients of the telegraphic airworthiness directive dated February 23, 1979.
2014-08-06: We are superseding Airworthiness Directive (AD) 2005-22-01 for Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, B, and C helicopters. AD 2005-22-01 required inspecting the main rotor lower bifilar arm assembly (bifilar arm assembly) for a crack, and if there is a crack, replacing the bifilar arm assembly. AD 2005-22-01 also required a one-time test for the correct torque on the lug nuts, and if necessary, conducting torque stabilization tests. This new AD retains the requirements of AD 2005-22-01 and also requires replacing the main rotor hub (MRH) pilot with a different part-numbered MRH pilot, which is terminating action for the requirements of the AD. This AD was prompted by the development of a terminating procedure for the inspections required by AD 2005-22-01. We are issuing this AD to prevent failure of a bifilar lug, damage to the main rotor system, and subsequent loss of control of the helicopter.
86-16-11 L: 86-16-11 BELL HELICOPTER TEXTRON, INC.: Letter issued August 12, 1986. Applies to all Bell Helicopter Model 412 helicopters, S/N 33001 through 33118, 33120 and 33121, certified in any category. Compliance required as indicated unless already accomplished. To prevent failure of the tail rotor control, accomplish the following: (a) Within 20 hours' time in service after receipt of this AD, visually inspect the T/R hub assembly P/N 212-011-701-3, in accordance with Part I of Bell Helicopter Textron, Inc. (BHTI), Alert Service Bulletin (ASB) 412-86-25, Revision "A," dated July 23,1986. (1) If the (P/N) 212-011-716-1 T/R trunnion housing is cracked or there is axial play in the T/R trunnion, or if there are excess balance washers, comply with Part II of the Alert Service Bulletin before further flight. (2) Repeat this inspection every 20 hours' time in service until paragraph (b) of this AD is accomplished. (b) Remove the 212-011-701-1 T/R hub and bladeassembly and inspect the trunnion bearing housing, P/N 212-011-716-1, as detailed in Part II of BHTI ASB 412-86-25, Revision "A," dated July 23, 1986, within 150 hours' time in service or within 60 days after the issue date of this AD, whichever occurs first. Replace any housing having an end web thickness of .059 inches or less with a serviceable part. An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be approved by the Manager, Helicopter Certification Branch, Aircraft Certification Division, FAA, Southwest Region. This airworthiness directive becomes effective upon receipt.
2014-05-28: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of excessive wear on the lower latch surface of the main landing gear (MLG) up-lock hook. This AD requires revising the maintenance program. We are issuing this AD to detect and correct up- lock hooks worn beyond the wear limit, which could prevent the successful extension of the MLG using the primary landing gear extension system, which in combination with an alternate extension system failure could result in the inability to extend the MLG.
64-06-03: 64-06-03\tBOEING: Amdt. 708 Part 507 Federal Register March 19, 1964. Applies to All Models of the 727 Series Aircraft Listed in Boeing Alert Service Bulletin No. 27-18.\n \n\tCompliance required as indicated. \n\n\t(a)\tConduct daily visual inspection of rod end fittings P/N 907 008 001 on all flight spoiler actuators. Pay particular attention near the runout end of the keyway slot cut into the eye portion of the fitting. \n\n\t(b)\tOn airplanes with 350 or more hours' time in service, within the next 25 hours' time in service unless already accomplished, turn rod end out one-half turn to relieve hold down load in affected actuator rod end fittings. Continue daily inspections.\n \n\t(c)\tReplace cracked parts and continue daily inspections. \n\n\t(d)\tThe special inspections noted in (a), (b), and (c) may be discontinued when FAA Engineering and Manufacturing Branch, Western Region approved redesign and revised rigging procedures are incorporated. \n\n\t(Boeing Alert Service Bulletin No. 27-18 covers this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated March 4, 1964.
80-21-03: 80-21-03 CESSNA: Amendment 39-3949. Applies to Models 210K, 210L, 210M, 210N, T210K, T210L, T210M, T210N and Model P210N airplanes certified in all categories which have the King Radio Model KFC-200 autopilot installed in accordance with the Supplemental Type Certificates (STCs) SA1202CE or SA1487CE and have the roll axis servo actuator mounted in the right outboard wing. COMPLIANCE: Required as indicated unless the requirements of Paragraphs A)1, 2 and 3 have been previously accomplished. To prevent loss of roll axis flight control: A) Prior to further flight: 1. Gain access to the right wing aileron bellcrank by removing the aft cover plate on the underside of the wing between wing stations 155 and 172 in accordance with the appropriate Cessna service manual. 2. Visually inspect the clevis bolt and nut which secures the autopilot bridle cable and the aileron cable to the aileron bellcrank to verify there is a cotter pin installed to secure the nut.3. If a cotter pin is installed, reinstall the cover plate and comply with Paragraph B. 4. If no cotter pin is installed, further visually inspect the clevis bolt to determine if the bolt was cross drilled for a cotter pin. 5. If there is a cotter pin hole and the nut is still in place, install an AN380-2-2, or equivalent, cotter pin and reinstall the cover plates. 6. If there is no cotter pin hole, replace the clevis bolt with a proper AN23-15, or equivalent, bolt as defined by Advisory Circular AC43.13. Reinstall the washers between the cable end fittings and install the nut and cotter pin. After securing the nut and cotter pin, re-rig the aileron system in accordance with the appropriate Cessna service manual and adjust the bridle cable to 20 2 pounds tension. King Radio Corporation Installation Bulletin No. 170, dated October 1, 1980, has information applicable to this AD. B) Make the prescribed entry in the airplane maintenance records. C) Within 10 days notify, in writing, the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209 of any incorrect clevis bolt or lack of cotter pin in complying with paragraphs A)4. or A)6. One acceptable means of making these reports is Malfunction or Defect Report (FAA Form 8010-4). (Reporting approved by the Office of Management and Budget under 0MB No. 04-R0174.) D) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This airworthiness directive becomes effective on October 23, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated October 2, 1980, and is identified as AD 80-21-03.
83-15-05 R2: 83-15-05 R2 BOEING: Amendment 39-4696 as amended by Amendment 39-4967 is further amended by Amendment 39-5176. Applies to Boeing Model 757 and 767 series airplanes certificated in all categories. To prevent loss of engine power due to fuel exhaustion resulting from erroneous fuel quantity indications, accomplish the following: \n\n\tA.\tFor Model 757 aircraft, replace Fuel Quantity Indicating System (FQIS) processor part number S345T002-310 with part number S345T002-350 in accordance with Boeing Service Bulletin 757-28A7 dated March 23, 1984, or later FAA approved revision, prior to April 1, 1985. \n\n\tB.\tFor Model 767 aircraft, replace Fuel Quantity Indicating System (FQIS) processor part number S345T002-41 with part number S345T002-42 in accordance with Boeing Service Bulletin 767-28A5 dated March 15, 1984, or later FAA approved revision, prior to April 1, 1985. \n\n\tC.\tFor Model 757 aircraft, continue an inspection program in accordance with Boeing Alert Service Bulletin 757-28A7, dated June 17, 1983, or later FAA approved revision, until FQIS processor part number S345T002-350 is installed. \n\n\tD.\tFor Model 767 aircraft, continue an inspection program in accordance with Boeing Alert Service Bulletin 767-28A5, dated June 12, 1983, or later FAA approved revision, until FQIS processor part number S345T002-42 is installed. \n\n\tE.\tAlternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSubsequent FAA-approved FQIS processors may be installed in place of part numbers S345T002-42 and S345T002-350 required by paragraphs C. or D., above. \n\n\tAll persons affected by this directive who have not already received appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-4696 became effective August 9, 1983. \n\tAmendment 39-4967 became effective January 25, 1985. \n\tThis Amendment 39-5176 becomes effective January 6, 1986.
2014-06-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8 airplanes. This AD requires repetitive functional checks of the nose and main landing gear, and corrective actions if necessary. This AD also provides optional terminating action for the repetitive functional checks. This AD was prompted by a report that the emergency downlock indication system (EDIS) had given a false landing gear down-and-locked indication. We are issuing this AD to detect and correct a false down-and-locked landing gear indication, which, on landing, could result in possible collapse of the landing gear.