Results
70-15-02: 70-15-02 CESSNA: Amdt. 39-1036. Applies to Models 336 (Serial Numbers 336-0001 through 336-0195), 337, 337A, B, C and D (Serial Numbers 337-0001 through 337-1193), T337B, C and D (Serial Numbers 337-0526 through 337-1193) Airplanes. Compliance: Required as indicated, unless already accomplished. To prevent damage to fuel quantity indicators and the fuel tank transmitters due to overheating which can result in smoke emission in the cockpit and inaccurate fuel quantity indication, accomplish the following: Within 50 hours' time in service after the effective date of this AD, install a cooling duct directing ram air over the fuel quantity indicators and perform a functional ground check of the fuel quantity system in accordance with the instructions contained in Cessna Service Letter No. ME70-24, dated July 7, 1970, or later FAA approved revision, or any other method approved by the Chief, Engineering & Manufacturing Branch, FAA, Central Region. This amendment becomes effective July 21, 1970.
2021-18-11: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by a report that, during a post-flight inspection of an in- service helicopter, a tail rotor slider assembly was found fractured, and the bushing and the actuator rod in the tail rotor servo were partially damaged. This AD requires an inspection of the rail rotor tail rotor slider assembly for corrosion and signs of circumferential refinishing and, depending on the findings, replacement of the tail rotor slider assembly with a serviceable part or repetitive inspections of the tail rotor slider assembly for corrosion and signs of circumferential refinishing, as specified in a European Aviation Safety Agency (now European Union Aviation Safety Agency) (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
75-09-07: 75-09-07 GRUMMAN AMERICAN: Amendment 39-2180. Applies to all Model AA-1, AA-1A, and AA-1B airplanes certificated in all categories. Compliance: Required as indicated, unless previously accomplished. The aircraft may be flown to a facility where the inspection and/or replacement can be performed after expiration of the 50 hours time in service after the effective date of this AD. To prevent mixture control wire failures accomplish the following within the next 50 hours time in service after the effective date of this AD, and thereafter as indicated, in accordance with Grumman American Service Bulletin No. 144A or later FAA approved revision or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. A. Replace mixture control wires having 500 or more hours time in service in accordance with the referenced service bulletin. B. Repeat A at intervals not to exceed 500 hours in service. C. Inspect the mixture control in accordance with the referenced service bulletin and replace the mixture control wire if kinked or misrigged. D. Repeat C at intervals not to exceed 100 hours time in service. 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 Grumman American Aviation Corporation, 318 Bishop Road, Cleveland, Ohio 44143. These documents may also be examined at Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018 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 Great Lakes Region. This amendment becomes effective April 25, 1975.
2003-09-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain EMBRAER Model EMB-135 and -145 series airplanes. This action requires repetitive inspections of the spring cartridges of the elevator gust lock system to determine if the lock washer projection correctly fits the slots in the cartridge flange, and corrective action if necessary. This action also provides for optional terminating action for certain airplanes. This action is necessary to prevent the elevator from jamming due to the spring cartridges unscrewing in the gust lock system, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2012-18-18: We are superseding an existing airworthiness directive (AD) for certain Turbomeca S.A. Arriel 2B and 2B1 turboshaft engines. That AD currently requires accomplishment of the TU166 modification. This new AD requires adding the Arriel 2S2 and 2C2 engines to the applicability of engines requiring the TU166 modification with different compliance times. This AD was prompted by reports of an accident involving a twin-engine helicopter powered by two Arriel 2S2 engines. We are issuing this AD to prevent rupture of a gas generator (GG) turbine blade, which could result in an uncommanded in-flight shutdown and a forced landing or accident.
99-08-02 R1: 99-08-02 R1 BOEING: Amendment 39-11215. Docket 99-NM-112-AD. Revises AD 99-08-02, Amendment 39-11106.\n\n\tApplicability: Model 747 series airplanes having line numbers 1 through 1124 inclusive, certificated in any category.\n\n\tNOTE 1: This AD applies to each airplane 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 airplanes 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)(1) of this 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.\n\n\tCompliance: Required asindicated, unless accomplished previously.\n\n\tTo prevent ignition sources and consequent fire/explosion in the center fuel tank, accomplish the following:\n\nFuel Tank Inspection and Bonding Test\n\n\t(a)\tFor those airplanes listed in Boeing Service Bulletin 747-28-2205, Revision 1, dated April 16, 1998: Within 24 months after the effective date of this AD, accomplish paragraphs (a)(1) and (a)(2) of this AD, in accordance with the service bulletin.\n\n\t\t(1)\tPerform a one-time visual inspection of the center fuel tank wiring and components to detect discrepancies (damage, disbonding, and incorrect installation). For the purposes of this AD, a visual inspection is considered to be a general visual inspection, which is defined as: "A visual examination of an interior or exterior area, installation or assembly to detect obvious damage, failure or irregularity. This level of inspection is made under normally available lighting conditions such as daylight, hangar lighting, flashlight, ordrop-light and may require removal or opening of access panels or doors. Stands, ladders, or platforms, may be required to gain proximity to the area being checked." If any discrepancy is detected, prior to further flight, repair the discrepant component, or replace it with a new or serviceable component. And\n\n\t\t(2)\tPerform a one-time electrical bonding test of the center fuel tank components. If any measured resistance exceeds the limits specified by the service bulletin, prior to further flight, rework the discrepant component.\n\n\tNOTE 2: Actions performed in accordance with Boeing Service Bulletin 747-28-2205, dated June 27, 1997, accomplished prior to the effective date of this AD, are considered acceptable for compliance only with the corresponding applicable actions specified in this AD. This excludes certain actions that are not described in that bulletin, such as inspection and testing of the body fuel tank components that are described in Revision 1 of Boeing ServiceBulletin 747-28-2205. Regardless of which version of the service bulletin is used to detect any discrepancies, the repair and replacement requirements of this AD apply.\n\n\tNOTE 3: Airplanes required to accomplish paragraph (b) of this AD are exempt from accomplishing steps 1 through 9 in Figure 11 of Boeing Service Bulletin 747-28-2205, Revision 1, dated April 16, 1998.\n\nFQIS Testing and Probe Replacement\n\n\t(b)\tFor those airplanes listed in Boeing Alert Service Bulletin 747-28A2208, dated May 14, 1998: Within 24 months after the effective date of this AD, perform a one-time insulation resistance test of the fuel quantity indication system (FQIS), a one-time visual inspection of the FQIS wiring and components to detect discrepancies (chafing damage to the wiring and incorrect configuration of the terminal blocks), replacement of FQIS probes (tank units and compensators) with new or serviceable components in accordance with Figure 5 of the alert service bulletin, and system adjustment and system operational test; in accordance with the alert service bulletin. For the purposes of this AD, a visual inspection is considered to be a general visual inspection, which is defined as: "A visual examination of an interior or exterior area, installation or assembly to detect obvious damage, failure or irregularity. This level of inspection is made under normally available lighting conditions such as daylight, hangar lighting, flashlight, or drop-light and may require removal or opening of access panels or doors. Stands, ladders, or platforms, may be required to gain proximity to the area being checked." If any discrepancy is detected, prior to further flight, perform corrective actions in accordance with the alert service bulletin.\n\n\tNOTE 4: For airplanes on which steps 1 through 9 in Figure 11 of Boeing Service Bulletin 747-28-2205, dated June 27, 1997, or Revision 1, dated April 16, 1998, were accomplished prior to the effective date of this AD, steps 1 through 6 in Figure 16 of Boeing Alert Service Bulletin 747-28A2208, dated May 14, 1998, are not required.\n\nFlame Arrestor Installation\n\n\t(c)\tFor airplanes having line numbers 1 through 971 inclusive: Within 24 months after the effective date of this AD, install a flame arrestor in the inlet line of the electrical motor-operated scavenge pump of the center fuel tank, in accordance with Boeing Alert Service Bulletin 747-28A2210, dated May 14, 1998.\n\nAlternative Methods of Compliance\n\n\t(d)\t(1)\tAn 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, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO.\n\n\t\t(2)\tAlternative methods of compliance, approved previously in accordance with AD 99-08-02, amendment 39-11106, are approved as alternative methods of compliance with paragraph (a) of this AD.\n\n\tNOTE 5: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n\nSpecial Flight Permits\n\n\t(e)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.\n\nIncorporation by Reference\n\n\t(f)\tThe actions shall be done in accordance with Boeing Service Bulletin 747-28-2205, Revision 1, dated April 16, 1998; Boeing Alert Service Bulletin 747-28A2208, dated May 14, 1998; and Boeing Alert Service Bulletin 747-28A2210, dated May 14, 1998. This incorporation by reference was approved previously by the Director of the Federal Register as of May 11, 1999 (64 FR 16625, April 6, 1999). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW, suite 700, Washington, DC.\n\n\t(g)\tThe effective date of this amendment remains May 11, 1999.
2024-26-01: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model H160-B helicopters. This AD was prompted by a report of excessive axial play of the rotating scissors spherical bearings. This AD requires measuring the axial play of the rotating scissors spherical bearings and, depending on the results, accomplishing corrective action and reporting inspection results, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
99-15-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Pratt & Whitney PW4000 series turbofan engines, that reduces life limits of certain 4th stage low pressure turbine (LPT) disks. It also allows the original life limits of the disks to be restored if reoperation is performed to incorporate the original slotted cooling hole configuration. This amendment is prompted by reports that a change of a cooling hole geometry, which was introduced in the design of certain 4th stage LPT disks, inadvertently caused a reduction on the cooling air flow to the disk and an increased level of stress. The actions specified by this AD are intended to prevent an uncontained disk failure and damage to the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 14, 1999.
2012-18-12: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318, A319, and A320 series airplanes. This AD was prompted by a report of a torn out aspirator due to the aspirator interfering with the extrusion lip of the off-wing escape slide (OWS) enclosure during the initial stage of the deployment sequence. This AD requires modifying the OWS enclosures on both sides. We are issuing this AD to prevent both off-wing exits from being inoperative, which, during an emergency, would impair the safe evacuation of occupants, possibly resulting in personal injuries.
68-21-01: 68-21-01 GLASFLUGEL: Amendment 39-666. Applies to Glasflugel H-301 "Libelle" Gliders, Serial Numbers 1 through 85. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent the improper installation of the horizontal stabilizer to the glider, install locking guide fitting P/N 301-33-8, either on the left or right side of the main elevator fitting in accordance with Glasflugel Modification Leaflet No. 25, dated August 13, 1968, or later LBA- approved issue or an FAA approved equivalent. This amendment becomes effective October 23, 1968.
2012-17-06: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-24, PA-24-250, and PA-24-260 airplanes. This AD was prompted by reports of cracks developing in the stabilator horn assembly. This AD requires replacement of the stabilator horn assembly and/or repetitive inspections of the stabilator horn assembly for corrosion or cracks, as applicable. Corrosion or cracks could lead to failure of the stabilator horn. Consequently, failure of the stabilator horn could lead to a loss of pitch control in flight. We are issuing this AD to correct the unsafe condition on these products.
2018-05-04: We are adopting a new airworthiness directive (AD) for all Airbus Model A318-111 and -112 airplanes; Model A319-111, -112, -113, - 114, and -115 airplanes; Model A320-211, -212, and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. This AD was prompted by reports of engine fan cowl door (FCD) losses on airplanes equipped with CFM56 engines due to operator failure to close the FCD during ground operations. This AD requires modification and re- identification, or replacement, of certain FCDs. This AD also requires installation of a placard. We are issuing this AD to address the unsafe condition on these products.
73-15-05: 73-15-05 PIPER: Amendment 39-1690. Applies to Model PA-25-235 Airplanes, Serial Numbers 25-02 and 25-2000 through 25-3731 which have not added reinforcement sleeves to the fuselage longerons aft of the wing strut attach fitting as indicated in AD 66-7-6, Piper Service Letter Number 463, or Piper Service Bulletin Number 341. Compliance required within the next 25 hours' time in service after the effective date of this AD unless already accomplished within the last 275 hours time in service, and thereafter at intervals not to exceed 300 hours time in service from the last inspection until repair of longerons as called for in paragraph (c) or the addition of reinforcement sleeves per Piper Service Bulletin Number 341 or FAA approved equivalent. In any event the addition of reinforcement sleeves must be accomplished within 625 hours time in service from the effective date of this AD. (a) Inspect the left and right 7/8 inch x 0.035 inch upper longerons, P/N 61001-5, locatedin the hopper bay, for cracks by dye penetrant technique and a glass of at least 10-power, or by X-ray inspection in accordance with Piper Service Letter Number 463A, dated February 14, 1966, or later FAA approved revision, or by an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. NOTE: If the inspection specified in (a) is accomplished by the dye penetrant technique, which requires removal of the hopper tank, particular attention should be given to the area of the forward hopper attachment fittings. (b) If cracks are found during the inspection required by (a), inspect the right and left 3/4 inch x 0.035 inch upper longerons, P/N's 64001-13 and -14, located in the fuel bay, for cracks by dye penetrant technique and a glass of at least 10 power. (c) Repair longerons with cracks aft of the wing lift strut fitting in accordance with Piper Service Letter Number 463, dated November 12, 1965, or later FAA approved revision, or anFAA approved equivalent. Repair longerons with cracks forward of the wing lift strut fitting in an FAA approved manner. This supersedes AD 66-07-06. This amendment becomes effective July 27, 1973.
70-10-08: 70-10-08 BELL: Amendment 39-983 as amended by Amendment 39-1063 is further amended by Amendment 39-2642. Applies to all Model 47 Series helicopters certificated in all categories, equipped with metal tail rotor blades, P/N 47-642-102 and to all other helicopters equipped with metal tail rotor blades, P/N 47-642-102. Compliance required as indicated. To prevent failure of tail rotor blades due to fatigue cracks, accomplish the following: (a) Before the first flight of each day and before the first flight after each refueling of the helicopter after the effective date of this AD, visually check for cracks and permanent deformation in the tail rotor grips in the area between Blade Station 2.7 and 3.7, in the tail rotor blade trailing edge between Blade Station 5.0 and 8.0, and at the area surrounding the rivets that attach the blade skin to the grip, using a three-power or higher magnifying glass. (Station 0 is the center of the tail rotor yoke.) (b) Before the first flight of each day and before the first flight after each refueling of the helicopter after the effective date of this AD, visually check blades equipped with tabs, P/N 47-642-114, for deformation of the tabs or check the equivalent strike-detection device in a manner approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (c) Replace tail rotor blades having cracks or permanent deformation on skid- equipped helicopters before further flight. (d) Replace tail rotor blades having cracks, permanent deformation, bent tabs, or strike indication from equivalent strike-detection device on float-equipped helicopters before further flight, except that blades with bent tabs or a strike-indication from the equivalent strike- detection device only may be flown for a period not to exceed 1.5 hours in accordance with FAR 21.197 to a base where the blade may be replaced. (e) Within the next 300 blade hours' time in service after November 25, 1966, install tabs, P/N 47-642-114, on metal tail rotor blades, P/N 47-642-102, of float-equipped helicopters in accordance with Bell Service Letter No. 125 dated June 21, 1965, or an equivalent strike- detection device approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (f) Within 10 hours' time in service after the effective date of AD 68-02-03, provide a clear view of the tail rotor blade external critical areas in the manner prescribed in Bell Service Bulletin 143 SB, Revision D, dated January 23, 1968, or in a manner approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (g) The checks in (a) and (b) above may be performed by the pilot. NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the aircraft permanent maintenance record, see FAR 91.173. (h) Inspect those tail rotor bladeshaving 300 or more hours' time in service on the effective date of AD 68-02-03 within 10 hours' time in service therefrom in accordance with the procedures listed below. Inspect those tail rotor blades having less than 300 hours' time in service before reaching 310 hours' time in service in accordance with the procedures listed below. Accomplish repetitive inspections in accordance with the procedures listed below at intervals of not more than 150 hours' time in service from the last inspection. (1) Remove the tail rotor blade from the helicopter in accordance with the appropriate model maintenance and overhaul instruction manual. (2) Remove the metal grease seal in the blade grip. If bonded, remove in the manner prescribed in Bell Service Bulletin 143SB, Revision D, dated January 23, 1968, or in a manner approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (3) Visually inspect internal surfaces of the bladegrip for cracks in the rivet area using a dental mirror and light or an equivalent inspection method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (4) Visually inspect the internal surface of the grip for cracks and tool marks in the bearing relief under-cut radius using a dye penetrant or an equivalent inspection method approved by the Chief, Engineering and manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (5) Install a new metal grease seal, P/N 47-642-112 as required, in the blade grip in the manner described in Bell Service Bulletin 143 SB, Revision D, dated January 23, 1968, or in a manner approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (6) Reassemble, reinstall, balance and track metal tail rotor blades in accordance with the appropriate model maintenance and overhaul instruction manual. (i) Remove and replace metal tail rotor blades with 500 or more hours' time in service on the effective date of AD 68-02-03, within 100 hours' time in service therefrom. (j) Remove and replace metal tail rotor blades with less than 500 hours' time in service on the effective date of AD 68-02-03, prior to accumulating 600 hours' time in service. (k) Remove and replace all subsequent replacement metal tail rotor blades prior to accumulating 600 hours' time in service. (l) Within 25 hours' time in service after July 20, 1976, and, thereafter, at intervals not to exceed 25 hours' time in service from the last inspection, accomplish the following: (1) Clean the blades' external surfaces of any visible residue. (2) Inspect the blades trailing edge between Blade Station 5.0 and 8.0 for cracks, permanent deformation, and any nick or indentation, using a 10-power or higher magnifying glass. (3) Inspect for cracks and permanent deformation in the tail rotor grips in the area between Blade Station 2.7 and 3.7 and at the areas surrounding the rivets that attach the blade skin to the grip, using a 10-power or higher magnifying glass. (4) If cracks, permanent deformation, any nicks or indentations are found, replace the tail rotor blades before further flight. (m) This AD is not applicable to Bell Model 47 series helicopters equipped with P/N 47-642-117 tail rotor blades. Amendment 39-983 superseded Amendment 39-546 (33 F.R. 2885) AD 68-02-03 which became effective to all known United States operators of Bell Model 47 series helicopters upon receipt of individual copies mailed January 20, 1968, and to all other persons on February 13, 1968. Amendment 39-983 became effective June 2, 1970. Amendment 39-1063 became effective August 15, 1970. This amendment 39-2642 becomes effective July 20, 1976.
2003-09-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2B19 (Regional Jet series 100 & 440) airplanes. This action requires revising the airworthiness limitations section of the Instructions for Continued Airworthiness by incorporating new structural inspection intervals for the pressure floor skin of the center fuselage at fuselage stations 460 and 513; repair if necessary; and submission of inspection findings to the airplane manufacturer. This action is necessary to detect and correct in a timely manner fatigue cracks of the pressure floor skin of the center fuselage at fuselage stations 460 and 513, which could result in failure of the pressure floor skin and consequent rapid decompression of the airplane during flight. This action is intended to address the identified unsafe condition.
2012-18-04: We are adopting a new airworthiness directive (AD) for Costruzioni Aeronautiche Tecnam srl Model P2006T airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracking, bulging, deformation, or oil leakage in the lower lid of the landing gear emergency accumulator, which could result in decreasing the airplane's structural integrity and jeopardizing the landing gear emergency extension in case of system failure in normal mode. We are issuing this AD to require actions to address the unsafe condition on these products.
67-10-02: 67-10-02 BRITISH AIRCRAFT: Amdt. 39-377 Part 39 Federal Register March 30, 1967. Applies to Model BAC 1-11 Series Airplanes. Compliance required as indicated. To prevent the loss of electrical power in the event of a failure in the d.c. essential bus bar, unless already accomplished, within the next 1,000 hours' time in service after the effective date of this AD, install an additional circuit breaker Klixon P/N 7274/11/2 and local internal cables in accordance with British Aircraft Corporation Service Bulletin No. 24-PM 2334, or later ARB-approved issue or FAA-approved equivalent. This directive effective April 28, 1967.
2012-18-15: We are adopting a new airworthiness directive (AD) for certain Bombardier Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports that the automatic de-icing mode became unavailable due to a failure of the timer and monitor unit (TMU). This AD requires replacing the TMU. We are issuing this AD to prevent loss of the automatic de- icing mode and consequent increased workload for the flightcrew, which, depending on additional failures, could lead to loss of control of the airplane.
2012-14-01: We are adopting a new airworthiness directive (AD) for certain [[Page 56757]] Rolls-Royce Deutschland Ltd & Co KG (RRD) BR700-715A1-30, BR700-715B1- 30, and BR700-715C1-30 turbofan engines. This AD was prompted by the discovery of a manufacturing defect on certain part number (P/N) and serial number (S/N) low-pressure (LP) compressor booster rotors. This AD requires initial and repetitive fluorescent penetrant inspections of certain P/N and S/N LP compressor booster rotors and rework or replacement of them as terminating action to the repetitive inspections. We are issuing this AD to prevent failure of the LP compressor booster rotor, uncontained engine failure, and damage to the airplane.
69-04-03: 69-04-03 HUGHES: Amdt. 39-724. Applies to Model 269A, 269A-1, 269A-2, and 269B helicopters with P/N 269A6035 low tip speed tail rotor blade installed. To insure continued airworthiness of the low tip speed tail rotor blade, prior to accumulation of 5000 hours' time in service, remove tail rotor blade, P/N 269A6035, marking it permanently and conspicuously to avoid its inadvertent return to service, and replace with a new or serviceable tail rotor blade, P/N 269A6035, having less than 5000 hours' time in service. This amendment becomes effective March 22, 1969.
99-12-05: This amendment adopts a new airworthiness directive (AD) that applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-31, PA-31-300, PA-31-325, PA-31-350, and PA-31P-350 airplanes. This AD requires installing access holes for the inspection of the elevator spar; inspecting the elevator ice protection boots for looseness and reinstalling or replacing the elevator ice protection boots if looseness is found. This AD also requires repetitively inspecting the elevator spars for cracks, and replacing the elevators or elevator spar assemblies with parts of improved design either at a certain time period or when cracks are found, whichever occurs first. This AD is the result of reports of cracks developing in the elevator spar inboard of the outboard hinge location on the affected airplanes. The actions specified by this AD are intended to prevent failure of the elevator spar caused by fatigue cracking, which could result in reduced airplane controllability.
2012-18-10: We are adopting a new airworthiness directive (AD) for GA200 (Pty) Ltd Models GA200 and GA200C airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as failure of the strut bolt through the main spar. We are issuing this AD to require actions to address the unsafe condition on these products.
2012-18-01: We are adopting a new airworthiness directive (AD) for all M7 Aerospace LLC Models SA226-AT, SA226-T, SA226-T(B), SA226-TC, SA227-AC (C-26A), SA227-BC (C-26A), SA227-CC, SA227-DC (C-26B), SA227-AT, and SA227-TT airplanes. This AD requires repetitively inspecting the left and right forward (main) and aft spar wing-to-fuselage attach fittings for cracks and replacing any cracked fitting. This AD also requires reporting certain inspection results to the FAA. This AD was prompted by reports of fatigue cracking in the left and right forward (main) spar wing-to-fuselage attach fittings. We are issuing this AD to correct the unsafe condition on these products.
99-13-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain International Aero Engines AG (IAE) V2500-A1 and V2500-A5 series turbofan engines. This action requires determining the need for a special borescope inspection of the high pressure turbine (HPT) stage 1 inner rotating airseal (TOBI ID seal) for oil wetting after an in-flight shutdown (IFSD). It also requires, if necessary, the tear down and inspection of HPT hardware. This amendment is prompted by reports of overheat damage to the HPT hardware caused by ignition of oil that leaked into the HPT from the No. 4 bearing compartment during an IFSD. The actions specified in this AD are intended to prevent failure of the HPT hardware due to ignition of oil trapped by the HPT TOBI ID seal, which could result in an uncontained engine failure and damage to the airplane.
99-12-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 1900D airplanes. This AD requires replacing the passenger oxygen container and mask assembly with an improved design passenger oxygen container and mask assembly. This AD is the result of an incident where a passenger had put on the oxygen mask and the lanyard pin did not automatically pull and initiate oxygen flow during a loss of airplane pressurization while in-flight. The actions specified by this AD are intended to prevent the above situation from occurring on other airplanes, which could result in passenger injury if the lanyard pin is not manually pulled in a timely manner.