Results
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.