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88-17-03: 88-17-03 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-5943. Applies to IO-520- BA, BB, IO-550-B, and TSIO-520-BE, LB, UB, and WB series engines equipped with air conditioners. Compliance is required as specified in the body of the AD, unless already accomplished. To prevent possible starter adapter shaftgear assembly failure, accomplish the following: (a) Before further flight, remove the top engine cowl and gain access to the air conditioner (freon compressor) drive pulley and with a light and mirror, determine if the sheave attach nut is a steel locking type (Reference paragraph II of TCM Service Bulletin (SB) M87-24, dated December 15, 1987). (1) If the nut is a steel locking type, remove the freon compressor drive belt. (2) If the nut is castellated, determine via log books and maintenance records that the castellated nut is the original nut and has not been substituted for a steel locking type nut. (i) If the castellated nut is the original, no further action is required. (ii) If the castellated nut is not the original, but a substitution for the original installed steel locking type nut, remove the freon compressor drive belt. (iii) If it cannot be determined that the castellated nut is the original, remove the freon compressor drive belt. NOTE: Compliance with paragraph (b) below before further flight, may be accomplished in lieu of paragraph (a) above. (b) Within the next 25 flight hours, after the effective date of this AD, remove the starter adapter assembly (starter drive assembly) and replace in accordance with the following table: Engine Model Replacement Starter Drive Assembly P/N IO-520-BA, BB, IO-550-B 642087A23R TSIO-520-LB, WB 642087A22R TSIO-520-BE 642087A24R TSIO-520-UB 646757A4R NOTE: Return the starter drive assembly (less drive sheave) to the manufacturer for replacement. (1) Install the replacement assembly in accordance with paragraph 3 of TCM SB M88-5, dated April 4, 1988, and appropriate maintenance manuals. (2) Install the drive belt and insure proper alignment of the sheaves in accordance with paragraphs 1 through 3 of TCM SB M88-6, dated April 4, 1988. (c) Replace top engine cowl. (d) Make appropriate log book entry showing compliance with this AD. NOTE: Compliance with AD 87-14-02 issued against the starter drive assembly is not required when compliance with this AD is accomplished. (e) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. (g) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Manager, Atlanta Aircraft Certification Office, may adjust the compliance time specified in this AD. NOTES: 1. New or rebuilt TSIO-520-BE engines (used on Piper PA46-310P Malibu) shipped from TCM as a replacement engine in conjunction with compliance to AD 87-26-08 (TCM SB M87-25) should not order a replacement starter drive assembly as these engines already have the replacement starter drive assembly installed. 2. Installation of the replacement starter drive assembly on the TSIO-520-BE engine (used on Piper PA46-310P Malibu) does not require engine removal (Piper Aircraft Corporation SB 876B refers to this subject). TCM SB M88-5, dated April 4, 1988, and TCM SB M88-6, dated April 4, 1988, identified and described in this document, 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 Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601. The documentsmay also be examined at the Office of the Regional Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 87-ANE-46, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment supersedes AD 87-26-01, Amendment 39-5882. This amendment, 39-5943, becomes effective on August 10, 1988.
69-19-01: 69-19-01 PILATUS: Amdt. 39-822. Applies to Model PC-6 Airplanes, Serial Nos. 1 through 701, 2001 through 2018, 2023, 2025 through 2029, 2040 and 2041. Compliance: Required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. To prevent rotation of pivot bolt P/N 6203.25 located at the hatch door operating bellcrank, replace with a new pivot bolt P/N 112.40.06.120 in accordance with Pilatus Service Bulletin No. 88, dated December 1968, or later Swiss Federal Air Office-approved issue, or an FAA-approved equivalent. This amendment becomes effective September 20, 1969.
2002-11-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A300 B4-600, A300 B4-600R, and A300 F4-600R series airplanes (A300-600), that currently requires an inspection to detect cracks of certain attachment holes; and installation of new fasteners and follow-on inspections or repair if necessary. This amendment requires repetitive inspections to detect cracks of certain attachment holes, installation of new fasteners, follow-on inspections or repair if necessary, and modification of the angle fittings of frame FR47. This amendment revises the applicability of the existing AD. The actions specified by this AD are intended to prevent fatigue cracking of the forward fitting of fuselage frame FR47, which could result in reduced structural integrity of the frame.
70-14-01: 70-14-01 BELL: Amdt. 39-1022 as amended by Amendment 39-1065. Applies to all Bell Model 47D-1, 47G, 47G-2, and 47H-1 helicopters certificated in all categories and to any other helicopters equipped with duplex pitch change bearings, P/N 47-641-131-1. Compliance required as indicated. To prevent possible failure of tail rotor duplex pitch change bearing and to correct any improper installation of the duplex bearing and delta hinge bolts: (a) Inspect all duplex pitch change bearings within the next 50 hours time in service after the effective date of this AD, unless already accomplished, as follows: (1) Remove tail rotor assembly. (2) Remove and disassemble the tail rotor drive head assembly to expose the duplex bearings and guide sleeve, P/N 47-641-040 or 47-641-130. (3) Inspect the outside surface of the guide sleeve for scoring. (4) Inspect the duplex bearing for roughness. (5) Replace the duplex bearing before further flight as specified in subparagraphs (b)(3) and (4) if the guide sleeve is scored or if the bearing is rough. (6) Install the tail rotor assembly and check rigging and tracking as described in subparagraph (b)(5). (b) Remove and replace duplex pitch change bearings with 450 or more hours time in service on the effective date of this AD within the next 150 hours time in service, as follows: (1) Remove tail rotor assembly, (2) Remove and disassemble the tail rotor drive head assembly, (3) Assemble and install the tail rotor drive head assembly, using a new duplex bearing, P/N 47-641-131-1, in accordance with the procedures specified in Paragraphs 6.63(j) and (k) in the Model 47D-1, 47G, and 47G-2 Maintenance and Overhaul Instruction Manual, as revised August 15, 1961, or in accordance with FAA approved equivalent procedures. (4) Lubricate the bearing and sleeve with grease, MIL-G-25537 or equivalent. (5) Install the tail rotor assembly and check rigging and tracking in accordance with the procedures specified in Paragraphs 6-17(a) through (h) or 6-18(a) through (g) of the appropriate manual or in accordance with FAA approved equivalent procedures. (c) Remove and replace duplex pitch change bearings with less than 450 hours time in service on the effective date of this AD prior to accumulating 600 hours time in service, in accordance with the procedures described in subparagraphs (b)(1) through (5) above. (d) Remove and replace all replacement duplex pitch change bearings prior to accumulating 600 hours time in service. Amendment 39-1022 effective August 10, 1970. This Amendment (39-1065) becomes effective August 17, 1970.
2015-18-04: We are adopting a new airworthiness directive (AD) for certain CFM International S.A. (CFM) CFM56-7B and CFM56-3 turbofan engines. This AD was prompted by a report of an uncommanded in-flight shutdown (IFSD) on a CFM CFM56-7B engine following rupture of the 73-tooth gearshaft located in the engine accessory gearbox (AGB). This AD requires AGB/transfer gearbox (TGB) magnetic chip detector (MCD) inspection of the affected gearshafts until removal. We are issuing this AD to prevent failure of certain engine AGB gearshafts, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.
98-10-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires modification of the aft avionic fan. 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 failure of the aft avionic fan due to inadequate cooling airflow through the fan housing, which could result in failure of the avionics equipment.
2002-10-14: This amendment adopts a new airworthiness directive (AD) that is applicable to Bombardier-Rotax GmbH 914 F series reciprocating engines. This action requires initial and repetitive inspections of certain exhaust bend assemblies, which are located between the cylinder heads and exhaust manifold assembly. This amendment is prompted by reports of cracks found in exhaust bend assemblies. The actions specified in this AD are intended to prevent carbon monoxide from entering the cabin and also to prevent the possibility of an engine fire.
73-20-05: 73-20-05 de HAVILLAND: Model DHC-6. Amdt. 39-1725. Applies to de Havilland Model DHC-6 Twin Otter Floatplanes, all Series, certificated in all categories, equipped with Canadian Aircraft Products Model 12000A or 12000B Floats installed prior to Float Serial No. 71. 1. Compliance is required within the next ten hours in service from the effective date of this Airworthiness Directive, unless already accomplished. To prevent loosening and subsequent pullout failure of certain float to fuselage bolts, comply with accomplishment instruction of de Havilland Service Bulletin 6/296, Revision A, dated May 11, 1973, or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective October 3, 1973.
65-28-04: 65-28-04 MAULE: Amdt. 39-166 Part 39 Federal Register December 14, 1965. Applies to Model M-4-210 Airplanes, Serial Number 1001 through 1035. Compliance required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. To prevent loss of engine power due to fuel starvation, modify the fuel system in accordance with Maule Service Letter No. 7, dated June 15, 1965, or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This directive effective January 13, 1966.
89-23-06 R1: This amendment revises an existing airworthiness directive (AD), applicable to CFM International (CFMI) CFM56-2, -3, -3B, -3C, and -5 series turbofan engines, that currently requires repetitive magnetic chip detector (MCD) inspections and removal from service of certain No. 3 bearings. This amendment removes the requirement for MCD inspections for certain No. 3 bearings if the bearing has 6,000 or more hours time in service since new, extends the removal from service date for certain No. 3 bearings, changes the inspection interval for certain No. 3 bearings, deletes a specific No. 3 bearing part number, and replaces reference to specific maintenance manuals with service bulletins. Other requirements of the current AD remain unchanged and are carried over into this revised AD. This amendment is prompted by additional data that demonstrates a reduced bearing failure rate after a period of time in service; therefore, an acceptable level of safety can be maintained with a relaxation of some of the current AD requirements. The actions specified by this AD are intended to prevent a No. 3 bearing failure, and a subsequent inflight engine shutdown.
2015-20-03: We are superseding airworthiness directive (AD) 2014-14-02 for certain Pratt & Whitney Canada Corp. (P&WC) PW120, PW121, PW121A, PW124B, PW127, PW127E, PW127F, PW127G, and PW127M turboprop engines. AD 2014-14-02 required removal of the O-ring seal from the fuel manifold fitting. This new AD requires replacement of the fuel nozzle and the fuel manifold flow adapter. This AD was prompted by reports of fuel leaks at the interface between the fuel manifold and the fuel nozzle that resulted in engine fire. We are issuing this AD to correct the unsafe condition on these products.
98-09-14: This amendment adopts a new airworthiness directive (AD) that applies to certain Diamond Aircraft Industries (Diamond) Models HK 36 TTS and HK 36 TTC sailplanes. This AD requires inspecting the engine turbocharger oil-pressure line for the correct banjo bolt. The correct banjo bolt will have a valve seat, instead of a built-in orifice. If the banjo bolt does not have a valve seat, then this action will require replacing the banjo bolt with one that has a valve seat, and repairing or replacing the turbocharger. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Austria. The actions specified by this AD are intended to prevent possible loss of engine power, which could result in possible loss of control of the sailplane.
2015-20-10: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation Model GVI airplanes. This AD was prompted by reports of corrosion on in-service air non-return valves. This AD requires a revision to the Emergency Procedures section of the airplane flight manual (AFM). This AD also requires a revision to the maintenance or inspection program, as applicable, to incorporate airworthiness limitations for the high pressure (HP) Stage 5 air non- return valves. We are issuing this AD to ensure the flightcrew is provided with [[Page 61089]] procedures to mitigate the risks associated with failure of the HP Stage 5 air non-return valve. Failure of the HP Stage 5 air non-return valve in the open position could result in engine instability and uncommanded in-flight shutdown.
2002-10-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires replacing certain flight warning computers (FWCs) with improved FWCs. 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 erroneous display of decision height information to the flightcrew during final approach, which could result in an increased risk of collision with terrain.
2015-20-08: We are adopting a new airworthiness directive (AD) for all Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G airplanes; Model MYSTERE-FALCON 200 airplanes; and Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes. This AD was prompted by reports of defective fire extinguisher tubes. It was determined the defects were caused by corrosion. This AD requires repetitive general visual inspections of the fire extinguisher tubes for cracking and corrosion, and replacement of any cracked tube with a serviceable tube, if necessary. We are issuing this AD to detect and correct cracking and corrosion in the fire extinguisher tubes, which could impact the capability to extinguish an engine fire, and possibly result in damage to the airplane and injury to the passengers.
99-01-06: This action confirms the effective date of Airworthiness Directive (AD) 99-01-06, which applies to certain British Aerospace Jetstream Model 3101 airplanes. AD 99-01-06 requires installing a standard bonding socket that is fitted flush with the upper surface of each wing at the fueling points (Station 297). This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified in this AD are intended to correct a potentially insufficient ground contact between the refueler hose nozzle and the aircraft, which, if not corrected before the fuel cap is removed, could result in sparks with a consequent fire and/or explosion in the fuel tank.
2002-08-19: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 and 701) series airplanes, that currently requires revising the Airplane Flight Manual to address uncommanded transfer of fuel between the wing fuel tanks and the center fuel tank; revising the Minimum Equipment List; limiting airplane operation; and increasing normal mission fuel requirements by 3,000 pounds. This amendment retains the requirements of the existing AD, and adds requirements for modification of the fuel distribution system for the center tank; and an inspection of that system for discrepancies, and corrective actions if necessary. This amendment is prompted by reports of uncommanded fuel transfer between wing fuel tanks and the center fuel tank, and reports of misaligned or damaged fuel tubes due to vibration. The actions specified in this AD are intended to ensure that the flight crew has the procedures necessary to address uncommanded fuel transfer; and to detect and correct discrepancies in the fuel distribution system, which could cause the center tank to overfill and fuel to leak from the center tank vent system or to become inaccessible, and could result in engine fuel starvation.
52-24-01: 52-24-01\tNAVION: Applies to All Models, Serial Numbers NAV-4-2 and Above. \n\nCompliance required as soon as possible but not later than November 1, 1952. \n\nIn order to eliminate the possibility of the aileron control chain jamming, each end of the fiber channel chain guard should be reworked as shown in Figure 1. The chain and guard are on the control column. \n\n(Ryan Navion Field Service Bulletin No. 18 dated September 3, 1952, covers this same subject.) \n\n\nAD 52-24-01
98-26-14: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 and 200) series airplanes. This action requires a one-time visual inspection to detect chafing or cracking of all electrical wiring conduits located in the center fuel tank, and inadequate clearance between the tube assemblies and adjacent structures; and corrective actions, if necessary. This action also requires a modification to reinforce the right wing crossflow shutoff valve conduit. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct chafing or cracking of the electrical conduits in the center fuel tank and inadequate clearance between tube assemblies and adjacent structures, which could result in electrical arcing and consequent fire or explosion in the center fuel tank.
2015-18-51: We are publishing a new airworthiness directive (AD) for Airbus Helicopters Model AS332C, AS332C1, AS332L, and AS332L1 helicopters, which was sent previously to all known U.S. owners and operators of these helicopters. This AD requires inspecting certain tail rotor (T/R) blades, replacing the set of T/R blades if there is damage, deactivating the rotor de-icing system, revising the rotorcraft flight manual (RFM), and installing a placard. This AD is prompted by a report of a T/R de-icing system power supply box stuck in a ``closed'' position providing an uncontrolled and un-annunciated power supply to the system. These actions are intended to detect and prevent structural damage to the T/R blades caused by overheating, and subsequent loss of control of the helicopter.
71-17-07: 71-17-07 AEROSTAR: Amdt. 39-1269. Applies to Models 600 and 601 airplanes, Serial Numbers 60-001 through 60-0056 and 61-0001 through 61-0070 with Aerostar Kit No. 600-23-1 installed in accordance with AD 70-23-04. \n\n\tCompliance required as indicated unless already accomplished. To prevent failure of the inboard wing flap attachment ribs accomplish the following before further flight using flaps and within the next 10 hours time in service after the effective date of this AD. \n\n\ta.\tInspect for cracks in the cutout radius of the inboard wing fairing ribs (P/N A200094) in the area shown on the attached drawing. Cracked parts should be replaced with new parts using procedures shown in Aerostar Service Bulletin 600-23 or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA, Fort Worth, Texas. \n\n\n\n\nAD 71-17-07 \n\n\n\tb.\tInspect for missing or incorrectly located rivets attaching the inboard flap tracks to the wing fairingribs as shown on the attached drawing No. A200094. The installation should be corrected where necessary to conform to this drawing or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA, Fort Worth, Texas. \n\n\tThis amendment becomes effective to all known owners of Aerostar Models 600 and 601 airplanes upon receipt of individual copies mailed August 13, 1971, and to all other persons on August 23, 1971.
65-18-01: 65-18-01 MAULE: Amdt. 39-115 Part 39 Federal Register August 19, 1965. Applies to Models Be Dee M-4, Serial Numbers 3 through 14; M-4, Serial Numbers 15 through 86; and M- 4-210, Serial Numbers 1001 through 1028 Airplanes. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent further failures of the attachment of the fuselage fabric to the windshield channel, install a metal reinforcement strip in accordance with Maule Service Letter No. 8, dated July 26, 1965, or later FAA-approved revision, or an FAA-approved equivalent. This directive effective August 17, 1965.
2015-20-05: We are adopting a new airworthiness directive (AD) for certain Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 188 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the upper and lower wing skin planks at the attachment of the main landing gear (MLG) ribs at certain wing-stations are subject to widespread fatigue damage (WFD). This AD requires an inspection (for cracking) and modification of the chordwise fastener rows of the upper and lower wing planks at the attachments to the MLG ribs at certain wing-stations. We are issuing this AD to prevent fatigue cracking of the upper and lower wing skin planks at the attachment of the MLG ribs, which could result in failure of the wing.
58-25-04: 58-25-04 HELIO: Applies to Models H-391B and H-395 Aircraft Incorporating Three Fin Hinge Attachments. Compliance required not later than next 100 hours operation or March 31, 1959, whichever occurs first. Failure of the fin upper hinge attachment has been reported. Accordingly, the following inspection and replacement programs are required: Inspect the fin top hinge and attachment details. Cracked parts must be replaced; uncracked parts may be reinstalled. In any case, new reinforcement gussets (P/N 391-022-001-16) must be installed. (Helio Service Bulletin No. 18 covers this subject.)
72-11-05: 72-11-05 CESSNA: Amdt. 39-1454. Applies to Models 411 and 421 series airplanes. Compliance: Required as indicated, unless already accomplished. In order to detect auxiliary fuel cell leakage that could result in possible fire and explosion hazards from fuel vapor ignition, accomplish the following: A) On Model 411 (Serial Numbers 411-0001 thru 411-0200) airplanes: 1) Within 10 hours' time in service after the effective date of this AD, and thereafter prior to the first flight of each day, visually inspect the lower surface of the wings in the area of the auxiliary fuel cells for fuel stains and leakage. If auxiliary fuel cell leakage is observed, prior to further flight, replace the auxiliary fuel cells with improved auxiliary fuel cells in accordance with Cessna Service Letter ME72-8, dated April 21, 1972, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. 2) The repetitive inspections required prior to the first flight of each day may be performed by the pilot, including pilots of aircraft engaged in air taxi operations. A chronological listing of compliance with this AD must be made in the airplane's permanent maintenance log in accordance with FAR 91.173. 3) On or before January 1, 1973, replace all auxiliary fuel cells with the improved auxiliary fuel cells specified in Cessna Service Letter ME72-8, dated April 21, 1972. 4) The repetitive inspections required in Paragraph A(1) may be discontinued when the improved auxiliary fuel cells are installed. B) On Model 411 (Serial Numbers 411-0201 thru 411-0300) airplanes and on Model 421 (Serial Numbers 421-0001 thru 421B0048) airplanes, within 10 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the date of the last inspection, visually inspect the lower surface of the wings in the area of the auxiliary fuel cells for stains or leakage. If auxiliary fuel cell leakage is observed, prior to further flight, replace the auxiliary fuel cells with improved auxiliary fuel cells in accordance with Cessna Service Letter ME72-8, dated April 21, 1972, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. The repetitive inspections required in this paragraph may be discontinued when the improved auxiliary fuel cells are installed. This amendment becomes effective June 2, 1972.