Results
82-12-03: 82-12-03 BRITISH AEROSPACE (Hawker Siddeley): Amendment 39-4393. Applies to all Model HS/BH/DH 125 aircraft up to and including Series 600A aircraft, certificated in all categories, S/Ns as listed in British Aerospace, Aircraft Group, 125 Series Aircraft Service Bulletin 49-23-(6525), Revision 5, dated August 18, 1981. Compliance is required as indicated unless already accomplished. To protect the PE busbar and ensure APU start circuit operation, accomplish the following: 1. Within the next 100 hours time in service after the effective date of this AD, install a 275 ampere airfuse in accordance with the applicable instructions in paragraph 2, "Accomplishment Instructions," of British Aerospace, Aircraft Group, 125 Series Aircraft Service Bulletin (SB) No. 49-23-(6525), Revision 5, dated August 18, 1981. 2. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modificationsrequired by this AD. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain 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. 552(a)(1). This amendment becomes effective June 8, 1982.
2021-16-09: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AW189 helicopters. This AD was prompted by corrosion on the inlet check valve banjo fitting of emergency flotation system (EFS) float assemblies. This AD requires visually inspecting each banjo fitting installed on an affected EFS float assembly, and depending on the results, removing the banjo fitting from service. This AD also requires applying corrosion inhibiting compound and prohibits installing an affected EFS float assembly unless certain requirements have been accomplished 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.
2001-11-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A330 and A340 series airplanes. This action requires repetitive inspections to detect discrepancies of the transfer tubes and the collar of the ball nut of the trimmable horizontal stabilizer actuator (THSA); and corrective action, if necessary. This action is necessary to prevent degraded operation of the THSA due to the entrance of water into the ball nut. Degraded operation could lead to reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
90-21-01:
2022-25-03: The FAA is superseding Airworthiness Directive (AD) 2016-16- 06, which applied to certain Airbus SAS Model A300 B4-603, B4-605R, and B4-622R airplanes; and Model A310-304, -324, and -325 airplanes. AD 2016-16-06 required inspections around the rivet heads of the seal retainer run-out holes at certain frames and corrective actions if necessary. This AD was prompted by a report of a crack found on a certain door frame, and a determination that other frames may also be susceptible to cracking, and that additional airplanes may be affected by the unsafe condition. This AD continues to require the actions in AD 2016-16-06 and adds airplanes, 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.
2016-17-04 R1: We are revising Airworthiness Directive (AD) 2016-17-04, which applies to all hot air balloons equipped with BAL[Oacute]NY KUB[Iacute][Ccaron]EK spol. s r.o. Model Kub[iacute][ccaron]ek burners. Both the original and revised AD result 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. This AD action revises AD 2016-17-04 to eliminate certain unnecessary documentation requirements.
2001-11-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737, 757, and 767 series airplanes. This AD requires repetitive operational checks of certain motor- operated hydraulic shutoff valves to detect malfunctioning; replacement with new valves, if necessary; and eventual replacement of certain existing valves with new valves, which terminates the repetitive inspections. This amendment is prompted by reports that various intermittent limit-switch problems have caused valve failures. The actions specified by this AD are intended to prevent failure of the motor-operated hydraulic shutoff valves, which could result in leakage of hydraulic fluid to the engine fire zone, reduced ability to retract the landing gear, loss of backup electrical power or other combinations of failures; and consequent reduced controllability of the airplane.
77-21-04: 77-21-04 HUGHES HELICOPTERS: Amendment 39-3057. Applies to Hughes Model 369 (YOH-6A), 369A(OH-6A), D, H, HE, HM and HS helicopters, certificated in all categories. Compliance required as indicated. To prevent failure of the rotor drive overrunning clutch and shaft assembly, which can result in loss of power to the rotor main transmission, accomplish the following: Within the next l0 hours time in service after receipt of this telegram, unless already accomplished in the last 25 hours time in service, visually inspect the overrunning clutch assembly P/N 369A5350-11, drive shaft bearing P/N 369A5361 and bearing seal P/N 369A5368 for proper operation, lubrication and condition per affected Hughes Service Information Notices DN-9 (for Model 369D) or HN. 118 (Model 369A (YOH-6A), 369A, (OH-6A), H, HE, HM and HS)) both dated August 29, l977 or later FAA-approved revisions as follows: (a) Remove overrunning clutch assembly P/N 369A5350-11, per Hughes Basic Handbook ofMaintenance Instructions (HMI). (b) Visually inspect overrunning clutch assembly, P/N 369A5350-11, bearing, P/N 369A5361, and bearing seal, P/N 369A5368, for adequate lubrication, condition, and proper operation per the applicable sections and paragraphs of Hughes Component Overhaul Manual. (c) Remove clutch retainer (P/N 369A5356 or 369A5366) to expose ball bearing (P/N 369A5361). (d) Inspect bearing for condition. If the bearing is found dry of lubricant or rough, replace it with new bearing and report the finding to the local FAA General Aviation District Office along with completed Malfunction or Defect Report Form 8330-2. (e) If bearing is not found dry of lubricant or rough, using solvent and brush, thoroughly remove existing grease from both bearing and retainer. Do not use compressed air to remove grease from ball bearing. NOTE: Thorough flushing of bearing and retainer of all existing grease is necessary to prevent possible mixing of dissimilar greases when bearing is repacked with Aeroshell 22 or Mobil 28. (f) If bearing is found in satisfactory condition, the repack bearing 50% to capacity with Aeroshell 22 or Mobil 28 grease only by packing open side of bearing level without forcing grease through bearing cage. (g) Fill void of retainer 50% full with grease; reinstall retainer. Flat side of retainer faces unit; bevel side is out. NOTE: Some clutch assemblies may have suffix letter "T" following serial number. (h) Add suffix letter "G" to serial number on ID plate of subassembly (after suffix letter T" if applicable). (i) Coat clutch splines with Aeroshell 22 or Mobil 28 grease; carefully insert clutch subassembly into housing and secure with retaining ring. (j) Check clutch oil level per basic HMI. (k) Reinstall the serviceable component, clutch coupling, main transmission drive shaft and other removed components per referenced Hughes Basic Handbook of Maintenance Instruction. (1) Record compliance with this airworthiness directive in compliance record of helicopter log book. This amendment becomes effective November 23, 1977, for all persons except those to whom it was made effective by telegram dated August 31, 1977 which contained this amendment.
2016-18-10: We are adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2522-A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, and V2533-A5 turbofan engines. This AD was prompted by the fracture of the high- pressure turbine (HPT) stage 2 hub during flight, which resulted in an in-flight shutdown (IFSD), undercowl fire, and smoke in the cabin. This AD requires inspecting the HPT stage 1 hub and HPT stage 2 hub, and, if necessary, their replacement with parts that are eligible for installation. We are issuing this AD to prevent failure of the HPT stage 1 or HPT stage 2 hubs, which could result in uncontained HPT blade release, damage to the engine, and damage to the airplane.
2016-18-04: We are superseding Airworthiness Directive (AD) 2013-24-12 for all The Boeing Company Model 747-8 and 747-8F airplanes. AD 2013-24-12 required repetitive ultrasonic or dye penetrant inspections for cracking of the barrel nuts and bolts on each forward engine mount, and related investigative and corrective actions if necessary. This new AD retains the requirements of AD 2013-24-12 and also requires installing new barrel nuts at the forward engine mounts; or identifying the part number of the barrel nuts, inspecting affected barrel nuts for gaps of the strut bulkhead and forward engine mount, and doing related investigative and corrective actions if necessary. This new AD also removes airplanes from the applicability. This new AD also requires revising the maintenance or inspection program, as applicable, to include a new structurally significant item. This AD was prompted by our determination that it is necessary to mandate the installation of new barrel nuts or new inspectionsto adequately address the unsafe condition. We are issuing this AD to detect and correct cracked barrel nuts on a forward engine mount, which could result in reduced load capacity of the forward engine mount, separation of an engine under power from the airplane, and consequent loss of control of the airplane.