Results
2000-15-09: This amendment adopts a new airworthiness directive (AD), applicable to Honeywell International, Inc. (formerly AlliedSignal Inc. and Garrett Turbine Engine Company) high pressure compressor (HPC) impellers installed on TFE731-2, -3, -4, and -5 series turbofan engines. This AD requires the removal and inspection of the HPC impeller and, if necessary, replacement of the HPC impeller with a serviceable impeller. This amendment is prompted by an incident of an uncontained impeller failure due to cracking in the seal relief area of the HPC impeller. The actions specified by this AD are intended to prevent HPC impeller failure due to fatigue cracking.
2000-01-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2-1A, B2-1C, B2-203, B2K-3C, B4-103, B4-2C, and B4-203 series airplanes, that requires modification of the wire harness routing next to the pitch artificial feel unit, and removal of the green and yellow colors from various connectors. 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 the electrical connections of the actuators of the green and yellow hydraulic systems for the pitch artificial feel unit from being cross connected due to the design of the wire harness routing, which could result in a stiff elevator control at takeoff, and consequent reduced controllability of the airplane.
2006-04-04: The FAA is adopting a new airworthiness directive (AD) for certain smoke detectors installed on various transport category airplanes. This AD requires replacing the affected smoke detectors with modified smoke detectors. This AD results from a report indicating that the affected smoke detectors can "lock up" during electrical power transfer from the auxiliary power unit to the engines. We are issuing this AD to identify and provide corrective action for a potentially inoperative smoke detector and to ensure that the flightcrew is alerted in the event of a fire.
81-09-02: 81-09-02 PICCARD BALLOON: Amendment 39-4091. Applies to Model Ax-6 Series Balloon, certified in all categories. Compliance is required as indicated, unless already accomplished. To prevent inadvertent deflation panel opening in flight, accomplish the following: (a) Prior to the next inflation, and during each subsequent preflight inspection, after the effective date of this AD: (1) Check the synthetic fastener tape, known as hook and pile (Velcro), of the deflation panel system for broken hook and pile, or deterioration caused by heat, in accordance with paragraph A of General Balloon Corporation Service Letter Number 7, dated March 17, 1981, (hereafter referred to as General Balloon Letter No. 7). (2) Repair all areas of hook and pile found to be unserviceable during check (a)(1), in accordance with paragraph G of General Balloon Letter No. 7. (3) After accomplishment of (a)(1) and (a)(2), conduct a side shear load transfer capability check of thehook and pile, in accordance with paragraph B of General Balloon Letter No. 7. If hook and pile separate, accomplish either (i) or (ii) as follows: (i) Have the side shear load transfer capability of the hook and pile retested by a rated mechanic or certified repair station, in accordance with paragraph E of General Balloon Letter No. 7, and replace all areas of hook and pile unable to sustain the side shear load with like serviceable fastener tape. (ii) Have a rated mechanic or certified repair station replace areas of hook and pile that did not pass the side shear load transfer capability check conducted in paragraph (a)(3) with like serviceable fastener tape. (4) Preflight checks conducted in accordance with Piccard Balloon Ax-6 Balloon Flight Manual (BFM) Revision No. 9, dated April 2, 1981, deletes the requirements for subsequent preflight checks specified in paragraph (a) of this AD. (b) Prior to next inflation, after the effective date of this AD, install an approved mechanical latch (i.e., a Capewell) at the apex of the balloon envelope, in accordance with the balloon manufacturer's instructions as approved by the FAA. (c) At intervals not to exceed 100 hours time in service or at each annual inspection after the effective date of this AD, whichever comes first, accomplish side shear load transfer capability test of the hook and pile fastener tape, in accordance with paragraph E of General Balloon Letter No. 7. Replace areas of degraded hook and pile fastener tape with like serviceable fastener tape. NOTE: The General Balloon Corporation Service Letter Number 7, dated March 17, 1981, is applicable to Piccard Balloon Model Ax-6, since General Balloon Corporation produces the Piccard Balloon Ax-6 under a licensing arrangement with Don Piccard Balloons, Inc., the type certificate holder. NOTE: Revision 9 to the Piccard Balloon Ax-6 Balloon Flight Manual (BFM), dated April 2, 1981, is being distributed with General Balloon Corporation Service Letter Number 7, dated March 17, 1981, or may be obtained from General Balloon Corporation, P.O. Box 1902, Newport Beach, California 92663. All repairs, modifications, and inspections stipulated in this AD must be accomplished by a rated mechanic or an FAA certified repair station. The checks required by this AD constitute preventative maintenance and may be performed by persons authorized to perform preventative maintenance under FAR 43. The checks required by this AD may be performed by a pilot with a free balloon rating. Accomplishment of the checks required by this AD are to be recorded in the balloon maintenance records. 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. 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. 553(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to General Balloon Corporation, P.O. Box 1902, Newport Beach, California 92663. These documents may also be examined at Room 6W14, FAA Western Region, 15000 Aviation Boulevard, Hawthorne, California, 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 FAA Western Region Office, Room 6W14. This amendment becomes effective April 23, 1981.
74-03-02: 74-03-02 BEECH: Amendment 39-1777. Applies to Model F33A (Serial Numbers CE- 436 thru CE-463 except CE-439 and CE-462); Model V35B (Serial Numbers D-9469 thru D- 9536 except D-9481, D-9532 and D-9533); Model A36 (Serial Numbers E-425 thru E-475 except E-431); Models 95-B55 and 95-B55A (Serial Numbers TC-1552 thru TC-1607 except TC-1557, TC-1558, TC-1599 and TC-1604); Models E55 and E55A (Serial Numbers TE-914 through TE-940 except TE-919, TE-920 and TE-938); and Models 58 and 58A (Serial Numbers TH-325 thru TH-383 except TH-336, TH-337, TH-363 and TH-382) airplanes. Compliance: Required as indicated, unless already accomplished per Beechcraft Service Instructions 0612-200 or later FAA-approved revisions. To check landing gear shock strut pistons for proper hardness, within the next 100 hours' time in service after the effective date of this AD, accomplish the following. A) Using a portable hardness tester, measure the hardness of the nose gear shock strut piston in an area from 1 inch to 4 inches above the nose wheel fork. The allowable hardness range is from Rockwell Scale C38 to C46 1/2. If during the hardness measuring process a reading appears unreliable, make additional measurements at other spots but within the 1 inch to 4 inch area specified herein until an accurate measurement is obtained. B) Using a portable hardness tester, measure the hardness of both main gear shock strut pistons in an area 1 inch to 4 inches above the axle socket. The allowable hardness range is from Rockwell Scale C43 1/2 to C50 1/2. If during the hardness measuring process a reading appears unreliable, make additional measurements at other spots but within the 1 inch to 4 inch area specified herein until an accurate measurement is obtained. C) If a hardness measurement is outside of the hardness range specified in Paragraphs A and/or B of this AD, prior to further flight, replace any defective landing gear shock strut piston with an airworthy piston, except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be performed, provided the landing gear remains down and locked. This amendment becomes effective February 5, 1974.
75-22-10: 75-22-10 ENSTROM: Amendment 39-2403. Applies to Enstrom Models F-28A and 280 helicopters certified in all categories, with the following serial numbers: F-28A - S/N's 4 through 275, 277, 278, 280 through 283. 280 - S/N's 1001 through 1006. Note: Helicopters equipped with a 'tang' hub lock washer, Enstrom P/N 28-14263, are exempt from compliance with this Airworthiness Directive. Compliance required as indicated unless already accomplished. Within the next 25 hours time in service after the effective date of this Airworthiness Directive: (a) Remove the main rotor retention nut, Enstrom P/N 28-14004, and hub nut washer, Enstrom P/N 28-14005; (b) Replace hub nut washer, Enstrom P/N 28-14005, with a new retention washer, Enstrom P/N 28-14008, or an equivalent approved by the Chief, FAA Engineering and Manufacturing Branch, Great Lakes Region. The chamfer on the new washer must be installed parallel with the main rotor spline chamfer; and, (c) Install main rotor hub retention nut, Enstrom P/N 28-14004, and torque nut to a value of 400 ft. lbs. Re-safety with .040" diameter stainless steel safety wire in three (3) places to the hub adapter plate bolt heads. Enstrom Service Notes 0025 and 0025A pertain to this same subject. This amendment becomes effective October 28, 1975.
2018-23-15: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter series airplanes, Model A330-200 and -300 series airplanes, and Model A340-200 and -300 series airplanes. This AD was prompted by defects found during production tests of ram air turbine (RAT) units; investigation revealed that the defects were due to certain RAT hydraulic pumps having an alternative manufacturing process of the pump pistons. This AD requires replacing any defective RAT hydraulic pump with a serviceable part and re- identifying the RAT module part number. We are issuing this AD to address the unsafe condition on these products. [[Page 59286]]
2006-03-10: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A318-100 and A319-100 series airplanes; A320-111 airplanes; A320-200 series airplanes; and A321-100 and A321-200 series airplanes. This AD requires a one-time inspection of the horizontal hinge pin of the 103VU electrical panel in the avionics compartment to determine if the hinge pin can move out of the hinge, and related investigative and corrective actions if necessary. This AD results from a report indicating that electrical wire damage was found in the 103VU electrical panel due to contact between the hinge pin and the adjacent electrical wire harness. We are issuing this AD to prevent contact between the horizontal hinge pin and the adjacent electrical wire harness, which could result in damage to electrical wires, and consequent arcing and/or failure of associated systems.
95-20-04 R1: This amendment revises an existing airworthiness directive (AD), applicable to all Lockheed Model L-1011-385-1 series airplanes, that currently requires implementation of a Supplemental Inspection Document (SID) program of structural inspections to detect fatigue cracking, and repair, if necessary, to ensure continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. That AD originally was prompted by a structural re-evaluation by the manufacturer that identified certain structural details where fatigue damage is likely to occur. The actions specified in that AD are intended to prevent fatigue cracking that could compromise the structural integrity of these airplanes. This amendment corrects the compliance time for the initial inspection of each structurally significant detail (SSD). The incorporation by reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of November 2, 1995 (60 FR 51713, October 3, 1995).
2006-02-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A310-203, -204, and -222 airplanes, and Model A310-300 series airplanes. This AD requires a one-time rototest inspection for cracking of the frame foot and adjacent frames and skin in the area surrounding the frame foot run-outs from fuselage frames (FR) 43 through FR 46, and repair if necessary. This AD also requires modification of certain fastener holes. This AD results from a structural evaluation of Model A310 airplanes for widespread fatigue damage of the frame foot run-outs from FR 43 through FR 46. The evaluation revealed that, on in-service airplanes, undetected cracking in this area can lead to the rupture of the frame foot and subsequent cracking of the adjacent frames and fuselage skin. We are issuing this AD to prevent fatigue cracking of the frame foot run-outs, which could lead to rupture of the frame foot and cracking in adjacent frames and skin, and result in reduced structural integrity of the fuselage.
99-21-16: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes, that requires repetitive replacements of the weight on wheels microswitch harness subassembly with a new microswitch harness subassembly. 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 a nose wheel shimmy, which could result in the collapse of the nose landing gear during takeoff or landing and possible injury to the flightcrew and passengers.
96-08-08: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A300 series airplanes (excluding Model A300 B4-600 series airplanes), that currently requires certain structural inspections and modifications. This amendment requires additional structural inspections and modifications that have been identified as necessary to ensure the structural integrity of these airplanes as they approach their economic design goal. This amendment also excludes additional airplanes from the applicability of the AD. The actions specified by this AD are intended to prevent degradation of the structural capability of the affected airplanes.
2018-23-01: We are adopting a new airworthiness directive (AD) for certain Zodiac Seats France 536 Series Cabin Attendant Seats. This AD was prompted by cracks found in a highly concentrated stress area of the seat pan hinges. This AD requires repetitive inspections and replacement of the seat pan. We are issuing this AD to address the unsafe condition on these products.
58-14-01: 58-14-01 SUD AVIATION: Applies to All Alouette II SE 3130 Helicopters Equipped With Tail Rotor Blade Model Numbers 34.20.000, 34.20.000.50, 34.20.000.51, and 34.30.000. Compliance required prior to next flight and each 5 hours of operation thereafter. Two cases of defective bonding at the outboard end of the root end side plates of the tail rotor blades have been found. In order to preclude any possible fatigue failures of the blade, Sud Aviation has issued the following corrective measures which the French SGACC considers mandatory: Inspection A. Blades with rigid flapping restrainer. (Aircraft Numbers 1137 and above or aircraft incorporating modification V.14.) 1. Saturate with turbine oil (Spec. AIR 3512 or DED 2479/6, Shell turbine oil No. 9 or Esso aviation oil No. 57) the edge of the side plate and the bead of adhesive at the outboard end of the side plate. 2. Move blade to and from by pushing and pulling blade tip alternately four or five timesrespectively, applying a load of approximately 13 lb. (check with spring balance). 3. In the case of a defective blade, the oil will flow in and out and, at the same time, air bubbles may be produced. 4. If in doubt, wipe the side plate and repeat the above loading procedure. B. Blades with earlier type flapping restrainer. (Aircraft Numbers 1136 and below which do not incorporate modification V.14.) The previously described inspection procedure cannot be applied without risking distortion of the flapping restrainers. The procedure may, however, be applied if the blades are removed and are clamped in a vise over the two inboard blade-cuff retaining bolts (bolts nearest root end of blade). To avoid blade removal and inspection in a vise, the tools may be fabricated in order to rigidly support the blade root on the helicopter. The tools can simply consist of a wood block cut to proper length so as to rest at one end against the two tail gearbox nutsand at the other end against the blade-cuff bolts. To hold the blade in the other direction, strap the blade and the tail gearbox housing as shown in the sketch in the referenced Service Bulletin, using a cable cut to the proper length or, alternatively, a non-elastic strap. The inspection procedure is the same as previously described. C. Defective blades shall be retired from service immediately. Others may be left in service as long as the bonding is satisfactory up to a maximum of 300 hours. The FAA concurs with this action and considers compliance there with mandatory. (Sud Aviation Helicopter Service Bulletin No. AL 34.11.131/A covers the same subject.) This supersedes AD 58-13-04.
55-16-02: 55-16-02 MARTIN: Applies to Models 202, 202A, and 404 Aircraft Equipped With Hamilton Standard Propellers. Compliance required by first scheduled engine change after November 1, 1955, but not later than November 1, 1956. To increase the fire-resistance integrity of the propeller feathering system against damage by a powerplant fire, all flexible hose components of propeller feathering lines forward of the firewall must be replaced with lines and fittings which will meet current fire-resistant requirements. The following hose assemblies are considered acceptable for this application: (a) Aeroquip 680-12S hose assemblies with Aeroquip 304 protective sleeves over end fittings (Aeroquip assembly P/N 304000-12S). (b) Resistoflex SSFR-3800-10 hose assemblies utilizing -12 connections. (c) Aeroquip 309009-12S hose assemblies.
99-26-14: This amendment adopts a new airworthiness directive (AD) applicable to Agusta S.p.A. Model AB412 helicopters. This action requires removing and replacing certain main rotor yokes with airworthy main rotor yokes before further flight. This amendment is prompted by the fatigue failure of a main rotor yoke (yoke). Fatigue analysis indicates that certain yokes are on the low end of the manufacturer s tolerance for thickness and do not have the desired margin of safety. This condition, if not corrected, could result in fatigue failure of the yoke, loss of a main rotor blade, and subsequent loss of control of the helicopter.
2000-08-51: 2000-08-51 TELEDYNE CONTINENTAL MOTORS: Docket No. 2000-NE-16-AD. Applicability: This Airworthiness Directive (AD) is applicable to Teledyne Continental Motors (TCM) IO-360, TSIO-360, LTSIO-360, O-470, IO-470, TSIO-470, IO-520, TSIO-520, LTSIO-520, IO-550, TSIO-550 and TSIOL-550 series engines that were assembled, rebuilt, or overhauled using a crankshaft that was manufactured between April 1, 1998, and March 31, 2000, listed by engine and crankshaft serial number (SN) in TCM Mandatory Service Bulletin (MSB) 00-5A, dated April 28, 2000. NOTE 1: The engines and crankshafts that are the subject of this AD were manufactured by TCM from April 1, 1998 through March 31, 2000. However the dates that the engines and crankshafts were delivered may not coincide with their dates of manufacture. For crankshafts identified in paragraph (a) of this AD, TCM has already determined which engines have a new suspect crankshaft installed and have identified those engines by engine SN. The crankshaft SN is only used to determine the need for taking a core sample for those crankshafts identified in paragraph (a) and (b) of this AD. NOTE 2: The engine SN can be found in logbooks or other maintenance records. For those engines that were overhauled in the field with factory new crankshafts, the crankshaft SN should be shown in work orders, log books or other maintenance records. If the engine was assembled new, rebuilt, or overhauled on or before March 31, 1998, or on or after April 1, 2000, no action is required. NOTE 3: This AD applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) ofthis AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Compliance with the following instructions is required within the next 10 hours time-in-service from the receipt of this Emergency AD, unless already accomplished. To prevent crankshaft failure due to crankshaft connecting rod journal fracture, which could result in total engine power loss, in-flight engine failure and possible forced landing, do the following: NOTE 4: TCM supplies an instructional video in the tool kit for MSB 00-5A. It is recommended that the technician views and understands "Instructional Video for Compliance with Teledyne Continental Motors Mandatory Service Bulletin MSB 00-5A" before performing these procedures. Crankshaft Material Inspection (a) For thoseengines and crankshafts listed by SN in TCM MSB 00-5A, dated April 28, 2000, perform the crankshaft material inspection (crankshaft propeller flange core sample) as follows: NOTE 5: The engine SN's listed in TCM MSB 00-5A contain only the numerical portion of the SN. Engines that have been rebuilt by TCM will have a letter "R" at the end of the six digit numerical portion. Disregard the letter "R." (1) Perform the crankshaft material inspection (crankshaft propeller flange core sample) in accordance with sections A through J of TCM MSB 00-5A, dated April 28, 2000, as follows: (i) Use the specialized tools and equipment provided by TCM as listed in section A of TCM MSB 00-5A, dated April 28, 2000. (ii) You may use each rotobroach bit to obtain up to six core samples. Replace the rotobroach after the sixth core sample, or before if the rotobroach does not cut with the maximum torque applied. (iii) Maintain a record of each core sample obtained with eachrotobroach bit used. Contact TCM to obtain additional rotobroach bits. (iv) Do not exceed the torque limits specified in TCM MSB 00-5A, dated April 28, 2000, when obtaining the core sample. (2) After obtaining the core sample, disposition the crankshaft as follows: (i) If TCM notifies you that the crankshaft is not serviceable, replace the crankshaft with a serviceable crankshaft of the same part number prior to further flight. (ii) If TCM notifies you that the crankshaft is serviceable, the propeller assembly may be reinstalled. Installation of Crankshafts (b) After the effective date of this AD, installation of a crankshaft with a SN that is listed in MSB 00-5A, dated April 28, 2000, is prohibited, unless core samples have been taken and TCM approval for return to service has been received. (c) Crankshaft material inspections (crankshaft propeller flange core samples) performed in accordance with TCM MSB 00-5, dated April 14, 2000, comply with this AD and must not be repeated. Alternative Methods of Compliance (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Atlanta Aircraft Certification Office (ACO). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta ACO. NOTE 6: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta ACO. (e) Copies of the applicable service information may be obtained from Teledyne Continental Motors, PO Box 90, Mobile, AL 36601; telephone toll free 1-888-200-7565, or on the TCM internet site "www.tcmlink.com." This information may also be examined at the FAA, New England Region, Office of the Regional Counsel, 12 New England Executive Park, Burlington, MA 01803. (f) Emergency AD 2000-08-51, issued April 28, 2000, becomes effective upon receipt.
99-23-03: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron Canada (BHTC) Model 430 helicopters. This action requires verifying the torque on each vertical fin attachment bolt (bolt); modifying the vertical fin and tailboom and replacing the attachment hardware; and re-verifying the torque on the bolts after inspecting the fittings. This amendment is prompted by a report of a loose vertical fin, which was discovered during a post-flight inspection. The actions specified in this AD are intended to prevent loss of torque of the bolts, which could lead to fracture of the bolts, separation of the vertical fin from the helicopter, and subsequent loss of control of the helicopter.
90-11-05: 90-11-05 AIRBUS INDUSTRIE: Amendment 39-6603. Docket No. 89-NM-223-AD. Applicability: Model A300 series airplanes, as listed in Airbus Industrie Service Bulletin A300-57-142, dated December 17, 1986, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the outer shroud box aft hinge brackets, accomplish the following: A. Prior to the accumulation of 5,000 landings, or within the next 300 landings after the effective date of this AD, whichever occurs later, perform a detailed visual inspection to detect cracks in the outer shroud box aft hinge brackets, in accordance with Airbus Industrie Service Bulletin A300-57-142, dated December 17, 1986. B. If no cracks are found, repeat the inspection required by paragraph A., above, at intervals not to exceed 1,000 landings. C. If cracks are found, prior to further flight, perform a detailed visual inspection to detect cracks or damage in the remaining supports (shroud box forward hinge brackets, inner shroud box forward attachments, and the attachment brackets at the inboard end of the inner box shroud box), in the inner and outer shroud box structure in the vicinity of the failed bracket, and the top skin of the inboard flap, in accordance with the Airbus Industrie Service Bulletin A300-57- 142, dated December 17, 1986. 1. If cracks or damage is found in the remaining supports, the inner and outer shroud box structure, or top skin of the inboard flap, repair prior to further flight in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 2. If any bracket is found to be cracked, damaged, or otherwise failed, replace the bracket with a serviceable part prior to further flight. a. If the bracket is replaced with an improved steel bracket (Modification 6661H1033), in accordance with Airbus Industrie Service Bulletin A300-57-142, dated December 17, 1986, or AirbusIndustrie Service Bulletin A300-57-143, Revision 2, dated July 10, 1989, the repetitive inspection of that bracket, as required by paragraph A., above, may be terminated. b. If the bracket is replaced with other than an improved steel bracket, repeat the inspection required by paragraph A. above, prior to the accumulation of 5,000 landings on the new bracket, and thereafter at intervals not to exceed 1,000 landings. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with therequirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6603, AD 90-11-05) becomes effective on June 19, 1990.
99-23-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires modification of the electro-distributor for the nose wheel steering servo-control. 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 uncommanded nose landing gear wheel rotation, due to defective seals in the wheel steering selector valve of the hydraulic control unit for the nose landing gear, which could result in reduced controllability of the airplane.
93-05-01: 93-05-01 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8507. Docket Number 92-ASW-13. Applicability: BHTI Model 212 helicopters, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent possible fatigue failure of the main rotor yoke assembly, accomplish the following: (a) For main rotor hub assemblies with main rotor yokes, part number (P/N) 204- 011-102 (all dash numbers), having 1,100 or more hours time in service since new or the last overhaul on the effective date of this AD, perform the following within the next 100 hours time in service, and thereafter at intervals not to exceed 1,200 hours time in service: (1) Remove the main rotor yoke from the hub assembly. Visually inspect the pillow block bushing holes for corrosion and mechanical damage. Inspect the yoke for cracks using the magnetic particle method as specified in the BHTI component repair and overhaul manual. (2) If cracks are found, or if corrosion or mechanical damage is present that cannot be removed within the rework limits of the BHTI component repair and overhaul manual, replace the main rotor yoke with an airworthy part. (b) For main rotor hub assemblies with main rotor yokes, P/N 204-011-102 (all dash numbers), having less than 1,100 hours time in service since new or the last overhaul on the effective date of this AD, comply with paragraphs (a)(1) and (2) of this AD prior to attaining 1,200 hours time in service, and thereafter at intervals not to exceed 1,200 hours time in service from the last inspection. (c) If no cracks are found and the yoke is airworthy, reinstall it in accordance with the BHTI component repair and overhaul manual. (d) 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, Rotorcraft Certification Office, ASW-170, FAA, 4400 Blue Mound Road, Fort Worth, Texas 76106. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Rotorcraft Certification Office. (e) The visual and magnetic particle inspection specified in BHTI, Alert Service Bulletin 212-90-60, Part III, dated March 23, 1990, is an equivalent means of compliance with this AD. (f) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (g) This amendment becomes effective on April 19, 1993.
2013-21-05R1: We are revising Airworthiness Directive (AD) 2013-21-05 for Eurocopter Deutschland GmbH (now Airbus Helicopters Deutschland GmbH) (Airbus Helicopters) Model EC135 P1, P2, P2+, T1, T2, and T2+ helicopters. AD 2013-21-05 required an initial and repetitive inspections of certain bearings and modifying the floor and a rod. Since we issued AD 2013-21-05, we have determined that modifying the floor and rod removes the unsafe condition. This AD retains the requirements of AD 2013-21-05 but removes the repetitive inspections. The actions of this AD are intended to prevent an unsafe condition on these products.
99-19-36: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires a one-time inspection to measure the offset of the de-icing tubing adjacent to the refueling panel on the right-hand wing, and replacement with new improved tubing, if necessary. 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 a blockage in the de-icing tubing which could result in a malfunction of the de-icing boot. This malfunction would be unknown to the flight crew, and could lead to reduced controllability of the airplane during flight in icing conditions.
2006-03-03: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 553-61, 553A2-61, 556-61, 556A2-61, 556B-61, 556B2-61, 560-61, and 560A2-61 turbofan engines. This AD requires initial and repetitive borescope inspections for missing HPT rear seal plate locking plugs and damaged locking plug retaining wires, and removal of the engine from service if necessary, based on inspection results. This AD results from two reports of missing HPT rear seal plate locking plugs, damage to the HPT disc, and damage to the remaining locking plug retaining wires. We are issuing this AD to prevent uncontained release of the HPT rear side plate and HPT disc, resulting in damage to the airplane.
86-15-10 R1: 86-15-10 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5517 as revised by Amendment 39-6514. Docket No. 86-ASW-22. Applicability: Aerospatiale Model AS 350 and AS 355 series helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent the failure of the main rotor head star arms and the main gearbox suspension bars, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD: (1) For Model AS 350 series helicopters, inspect the main rotor head components, the main gearbox suspension bars (struts), and the landing gear ground resonance prevention components (aft spring blades and hydraulic shock absorbers) in accordance with Service Bulletin (SB) 01.17a, paragraph CC.3. (2) For Model AS 355 series helicopters, inspect the main rotor head components, the main gearbox suspension bars (struts), and the landing gear ground resonance prevention components (aft spring blades and hydraulic shock absorbers) in accordance with SB 01.14a, paragraph CC.3. (b) Rework or replace damaged components in accordance with SB 01.17a or 01.14a (as applicable). (c) Repeat the inspections and rework of paragraphs (a) and (b) in intervals not to exceed 400 hours' time in service. (d) In the event the helicopter is subjected to a hard landing or to high surface winds, when parked without effective tiedown straps installed, repeat the inspections of paragraph (a) for the main rotor head star arms and the main gearbox suspension bars before further flight. (e) In the event of a landing which exhibits abnormal self-sustained dynamic vibrations (ground resonance type vibrations) repeat all the inspections of paragraph (a). (f) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, Fort Worth, Texas 76193-0100, or by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (g) In accordance with Sections 21.197 and 21.199, flight is permitted to a base where the inspections required by this AD may be accomplished. The manufacturer's specifications and procedures shall be done in accordance with Aerospatiale SB 01.17a or 01.14a (as applicable). The incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, Attention: Customer Support. These documents may be examined in the Rules Docket at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, Room 156, Building 3B, 4400 Blue Mound Road, Fort Worth, Texas 76106 or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This AD revises AD 86-15-10, Amendment 39-5517 (52 FR 13233; April 22, 1987), which became effective on April 22, 1987, as to all persons except those persons to whom it was made immediately effective by priority letter AD 86-15-10, issued July 30, 1986, which contained this amendment. This amendment (39-6514, AD 86-15-10 R1) becomes effective on March 22, 1990.