Results
98-06-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires modification of the electrical circuits for certain avionics by rewiring and adding electrical devices. This amendment is prompted by reports indicating that failure of an engine or direct current (DC) generator during takeoff and landing, coupled with an open DC tie, could cause the avionics to fail. The actions specified by this AD are intended to prevent the failure of those avionics during takeoff and landing, which consequently could result in the inability of the flight crew to respond to and control the associated systems during these critical phases of flight.
84-03-05: 84-03-05 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4808. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent the possibility of a fire hazard due to electrical arcing in two aft body compartments, accomplish the following: A. Prior to 300 flight hours after the effective date of this AD, perform the aircraft wiring inspection and corrective action, if necessary, in accordance with Part 2, Accomplishment Instructions, in Lockheed-California Company L-1011 Service Bulletin 093-27-285, dated July 12, 1983, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: Airplanes previously inspected inaccordance with Lockheed L-1011 Service Bulletin 093-27-285, dated July 12, 1983, or in accordance with alternate inspection procedures since June 24, 1983, approved by an FAA Principal Maintenance Inspector (PMI), are considered to comply with the inspection requirements of this AD. C. 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 the requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effectiveFebruary 21, 1984.
2007-15-02: The FAA is adopting a new airworthiness directive (AD) for all Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires revising the Certification Maintenance Requirements and the Maintenance Review Board Report sections of the Canadair Regional Jet Maintenance Requirements Manual to include changes and additions to checks of the aileron power control units (PCUs) and a change to the interval of the backlash check of the aileron control system. This AD results from a report that data collected from in- service airplanes show that approximately 19 percent of aileron backlash checks conducted at 4,000-flight-hour intervals reveal that aileron backlash wear limits are being exceeded. We are issuing this AD to prevent exceeded backlashes in both aileron PCUs, which, if accompanied by the failure of the flutter damper, could result in aileron vibration/flutter and reduced controllability of the airplane.
2007-15-03: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Service experience showed that the connection screw of the propeller blade follower type 10AP-VM may break and the main part of the blade follower can be lost in flight. This condition, if not corrected, could lead to high vibration during powered flight and consequently result in decreased control of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-21-03: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-1A11 (600), CL-600-2A12 (601), and CL-600-2B16 (601-3A and 601-3R Variants) airplanes. This AD was prompted by reports of the loss of all air data system information provided to the flightcrew, which was caused by icing at high altitudes. This AD requires revising the existing airplane flight manual (AFM) to provide the flightcrew with procedures for ``Unreliable Airspeed'' that stabilize the airplane's airspeed and attitude. The FAA is issuing this AD to address the unsafe condition on these products.
2007-14-07: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524 and -535 series turbofan engines. This AD requires initial and repetitive fluorescent penetrant inspections (FPI) of the high pressure (HP) compressor stage 1 and 2 rotor discs for cracks. This AD results from reports of low-cycle- fatigue cracks found at overhaul in the interface weld between the HP compressor stage 1 and 2 rotor disc. We are issuing this AD to prevent uncontained engine failure and damage to the airplane.
99-16-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Industrie Model A300-600 series airplanes, that currently requires repetitive high frequency eddy current inspections to detect cracks in bolt holes where parts of the main landing gear are attached to the rear spar, and repair, if necessary. This amendment requires repetitive ultrasonic inspections to detect cracking in certain bolt holes of the rear spar, and repair, 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 detect and correct cracking of the rear spar of the wing, which could result in reduced structural integrity of the airplane.
89-07-10: 89-07-10 BOEING: Amendment 39-6175. \n\tApplicability: All Model 767 series airplanes, identified in Boeing Alert Service Bulletin 767-25A0104, Revision 1, dated September 29, 1988, certificated in any category. \n\n\tCompliance: Required within 6 months after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure that the off-wing escape slide does not inadvertently deploy due to a disengaged integrator hook, accomplish the following: \n\n\tA.\tReplace the integrator hook and rig the latch opening actuator and compartment door opening actuator, in accordance with Boeing Alert Service Bulletin 767-25A0104, Revision 1, dated September 29, 1988. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial 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 the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6175, AD 89-07-10) becomes effective on April 28, 1989.
2019-22-01: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report of an escapement from the wing spar terminal fitting supplier indicating that the engineering requirements provided by Boeing for controlling machine mismatch were incorrect for part faying surfaces, which can result in a reduced fatigue capability at the interface of the side of body (SOB) rib. This AD requires repetitive inspections for fatigue cracking and applicable on-condition actions for the SOB rib webs where fastener locations attach the terminal fittings. The FAA is issuing this AD to address the unsafe condition on these products.
99-27-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that requires wiring modifications to the engine and auxiliary power unit (APU) fire detection system. 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 fire warning from terminating prematurely, which could result in an unnoticed, uncontained engine/APU fire.
95-04-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-10 series airplanes and KC-10A (military) airplanes. This action requires inspections to determine the condition of the lockwires on the forward engine mount bolts and correction of any discrepancies found. This action also provides for termination of the inspections for some airplanes by installing retainers on the bolts. This amendment is prompted by reports of stretched or broken lockwires on the forward engine mount bolts. The actions specified in this AD are intended to prevent broken lockwires, which could result in loosening of the engine mount bolts, and subsequent separation of the engine from the airplane.\n\n\tComments for inclusion in the Rules Docket must be received on or before May 1, 1995.
91-03-17: 91-03-17 BOEING: Amendment 39-6884. Docket No. 90-NM-163-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-57-2256, dated March 8, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent flap track failures, accomplish the following: \n\n\tA.\tPrior to the accumulation of 30,000 flight hours, or 8 years time-in-service, on current production flap tracks, whichever occurs first, or within 2,000 flight cycles after the effective date of this AD, whichever occurs later, perform a borescope inspection of the forward four bolt holes on each side of the affected trailing edge flap tracks for corrosion and adequate cadmium plating, in accordance with the procedures specified in Boeing Service Bulletin 747-57-2256, dated March 8, 1990, or Revision 1, dated November 15, 1990 (hereafter referred to as "the Bulletin"). If the cadmium plating is adequate, as specified in the Bulletin, and no corrosion or cracks are found, no further action with respect to this AD is required. If the cadmium plating is not adequate, or if corrosion exists in the bolt hole, prior to further flight, conduct an eddy current inspection of the bolt hole for cracks in accordance with the Bulletin. \n\n\tB.\tIf cadmium plating is not adequate and no corrosion or cracks are found during the inspection required by paragraph A. of this AD, within the next 1,000 flight cycles, cadmium plate the affected bolt holes in accordance with the Bulletin, and conduct the following inspections of the affected track in accordance with the Bulletin until the cadmium plating is restored: \n\n\t\t1.\tPerform a close visual inspection of each side of the track, at the lower chord, for cracks emanating from the forward four fail-safe bar bolt holes within 50 flight-cycles after the inspection required by paragraph A. of this AD, and repeat thereafter at intervals not to exceed 50 flight cycles. \n\n\t\t2.\tPerform an eddy current inspection for cracks of the bolt holes within 250 flight-cycles after the inspection required by paragraph A. of this AD, and repeat thereafter at intervals not to exceed 250 flight cycles. \n\n\t\t3.\tPrior to each flight on which a fifth engine is to be carried, conduct a close visual inspection of each side of the track, at the lower chord, for cracks emanating from the forward four fail-safe bar bolt holes. \n\n\tC.\tIf cracks are found in any flap track during the inspections required by this AD, prior to further flight, replace the affected flap track with a serviceable track. \n\n\tD.\tIf corrosion, but no cracking, is found during the inspections required by paragraph A. of this AD, rework the affected bolt holes within the next 1,000 flight cycles in accordance with the Bulletin, and conduct the following inspections of the affected track in accordance with the Bulletin until the rework is accomplished: \n\n\t\t1.\tPerform a close visual inspection of each side of the track, at the lower chord, for cracks emanating from the forward four fail-safe bar bolt holes within 50 flight-cycles after the inspection required by paragraph A. of this AD, and repeat thereafter at intervals not to exceed 50 flight cycles. \n\n\t\t2.\tPerform an eddy current inspection for cracks of all the bolt holes found to have corrosion, within 250 flight-cycles after the inspection required by paragraph A. of this AD, and repeat thereafter at intervals not to exceed 250 flight cycles. \n\n\t\t3.\tPrior to each flight on which a fifth engine is to be carried, conduct a close visual inspection of each side of the track, at the lower chord, for cracks emanating from the forward four fail-safe bar bolt holes. \n\n\tE.\tTerminating action for this AD consists of any of the following: \n\n\t\t1.\tDetermining that the affected flap track bolt holes have adequate cadmium plating and no corrosion as described in paragraph A., of this AD; or \n\n\t\t2.\tApplication of cadmium plating to bolt holes wherethe cadmium plating was found to be inadequate as required by paragraph B., of this AD, or \n\n\t\t3.\tRework of corroded bolt holes as required by paragraph D., of this AD. \n\n\tF.\tIf any cracks are found as a result of the inspections required by this AD, within 15 days after discovery, report the following to the Manager of the Seattle Aircraft Certification Office, ANM- 100S, 1601 Lind Avenue, S.W., Renton, Washington 98055-4056: \n\n\t\t1.\tSize of the crack. \n\n\t\t2.\tLocation of the crack.\n \n\t\t3.\tNumber of cycles on the airplane. \n\n\tG.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO.H.\tSpecial 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 the requirements of this AD.\n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. \n\n\tThis amendment (39-6884, AD 91-03-17) becomes effective on March 11, 1991.
84-02-06: 84-02-06 McDONNELL DOUGLAS: Amendment 39-4799. Applies to McDonnell Douglas Model DC-10 and KC-10A (Military) series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent chafing and electrical arcing in fuel tank pump electrical conduits, accomplish the following: \n\n\tA.\tPrior to the accumulation of 20,000 hours time in service, or within the next 4000 hours time in service, or one year after the effective date of this AD, whichever occurs later, install teflon tubing in all aft fuel tank pump harness conduits (main tank aft pumps and center wing tank pumps) in accordance with the Accomplishment Instructions in McDonnell Douglas DC-10 Service Bulletin 24-123, Revision 1, dated November 22, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tPrior to the accumulation of 30,000 hours time in service, or within the next 4000 hourstime in service, or one year after the effective date of this AD, whichever occurs later, install teflon tubing in all remaining fuel tank pump harness conduits in accordance with the Accomplishment Instructions in McDonnell Douglas DC-10 Service Bulletin 24-123, Revision 1, dated November 22, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial 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 the requirements of this AD. \n\n\tD.\tAlternate means of compliance providing an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this amendment who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective March 2, 1984.
2019-13-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD was prompted by a report that revealed the wheel axles of the main landing gear (MLG) were machined with a certain radius and a determination that the life limit for the affected wheel axles of the MLG must be reduced. This AD requires an inspection to determine the part number and serial number of each MLG wheel axle and replacement of affected parts prior to exceeding the reduced life limits. The FAA is issuing this AD to address the unsafe condition on these products.
88-15-06: 88-15-06 CESSNA: Amendment 39-5977. Applies to all Models 150D, 150E, 150F, 150G, 150H, 150J, 150K, 150L, 150M, A150K, A150L, A150M, F150G, F150H, F150J, F150K, F150L, F150M, FA150K, FA150L, FRA150L, and FRA150M (all serial numbers) airplanes which have undergone any modifications which have relocated the battery from the firewall to the aft fuselage, and to the Models 150, 150A, 150B, and 150C (all serial numbers) airplanes which have undergone any modifications in which the battery has been moved from its location just aft of the baggage compartment aft bulkhead to any other aft position. \n\n\tCompliance: Within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent failure of the up elevator cable, accomplish the following: \n\n\t(a)\tTie the battery to battery contactor cable to the lock pin which attaches the battery box cover to the battery box using either MIL-C-5649 cord, or a MS17821 or MS3367 tiedown strap to achieve a minimum of one inch clearance between the battery cable and the elevator up cable. \n\n\t(b)\tVisually inspect the battery cable and elevator cable for damage. Prior to further flight repair any such damage found. \n\n\t(c)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\t(d)\tAn equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone (316) 946-4400. \n\n\tAll persons affected by this directive may examine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment, 39-5977, becomes effective on August 3, 1988.
94-20-04: This amendment supersedes Airworthiness Directive (AD) 57-18-01 and AD 87-20-02 R1, which currently require several ruddervator checks and modifications on certain Beech Aircraft Corporation (Beech) 35 series airplanes. This action maintains the requirements of each of the superseded AD's and requires rebalancing the ruddervators (off the airplane) anytime the ruddervator is repaired or repainted (even if stripes are added). The required action imposes no new speed restrictions. Several incidents where empennage flutter occurred on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent structural failure of the V-tail, which could result in loss of control of the airplane.
84-17-01: 84-17-01 SIKORSKY AIRCRAFT: Amendment 39-4972. Applies to Model S-76A helicopters with main rotor pitch horn, P/N 76102-08011-042, installed and certificated in all categories. Compliance is required as indicated, unless already accomplished. For helicopters with main rotor pitch horns with more than 5,500 hours time in service on the effective date of this AD, compliance is required prior to further flight, unless already accomplished, and thereafter at intervals not to exceed 5,500 hours time in service. For helicopters with main rotor pitch horns with 5,500 hours or less time in service on the effective date of this AD, compliance is required prior to the accumulation of 5,500 hours time in service, unless already accomplished, and thereafter at intervals not to exceed 5,500 hours time in service. To prevent possible failure of the main rotor pitch horn, accomplish the following: (a) Remove and replace the main rotor pitch horn, P/N 76102-08011-042, with a new or an airworthy part of the same part number, that has less than 5,500 hours time in service in accordance with Sikorsky S-76A Maintenance Manual SA4047-76-2, Section 65-12-03, dated March 1, 1984, or FAA approved equivalent. (b) Special flight permit may be issued in accordance with FAR Sections 21.197 and 21.199 to operate a helicopter to a base for replacement of the main rotor pitch horns required by this AD. (c) Alternate repairs, modifications, or other means of compliance to the AD which provide an equivalent level of safety may be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective January 10, 1985, as to all persons except those persons to whom it was made immediately effective by priority letter AD 84-17-01, issued August 16, 1984, which contained this amendment.
2019-19-08: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440), CL-600-2C10 (Regional Jet Series 700, 701 & 702), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of power control unit (PCU) rod end fractures due to pitting corrosion. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new maintenance tasks. This AD also requires detailed inspections of the elevator PCU rod ends and applicable corrective actions. This AD also prohibits using certain aircraft maintenance manual tasks. The FAA is issuing this AD to address the unsafe condition on these products.
2007-13-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: There are four ECS (environmental control system) grilles located in the flight deck side consoles. There have been occurrences where a grille has become detached during flight. There is a risk that a loose grille could foul the rudder pedals and interfere with rudder/brake control resulting in an unsafe condition. The unsafe condition is a rudder pedal restriction or jam, which could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-13-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive rotating probe inspections of fastener holes and/or the adjacent tooling hole of a former junction of the aft fuselage, and corrective action, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. 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 reduced structural integrity of the aft fuselage caused by fatigue cracking of the former junction at frame 68.
85-12-09: 85-12-09 BRITISH AEROSPACE ARGOSY: Amendment 39-5082. Applies to Argosy Model AW-650 Series 100 and 200 aircraft Serial Numbers 6651, 6652, 6653, 6656, 6660, 6801, 6802, 6803, and 6805, certificated in all categories. To prevent possible loss of the vertical fin, accomplish the following: A. Within 350 flying hours after the effective date of this AD, visually inspect the tail boom frame skin doubler plates, items 5, 6, 7, and 8 on drawing BBH 2702 for cracks in accordance with British Aerospace Service Bulletin 55/41 dated May 1984. B. If no cracks are found, repeat the inspection at intervals not to exceed 700 flying hours. C. If any cracks are found, incorporate repair scheme BBH 2733 within the next 700 flying hours. Incorporation of BBH 2733 eliminates the requirement for the repetitive inspections required by paragraph A., above. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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 modifications required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective July 22, 1985.
2019-21-06: The FAA is superseding Airworthiness Directive (AD) 2017-22-02 for certain Ipeco Holdings Limited (Ipeco) pilot and co-pilot seats. AD 2017-22-02 required modification and re-identification of the affected seats. This AD continues to require modification and re-identification of the affected seats. This AD also requires initial and repetitive inspections of the affected tracklock springs and, depending on the findings, replacement of the tracklock springs with a part eligible for installation. This AD was prompted by reports that the tracklock spring modification required by AD 2017-22-02 does not adequately address the issue of unexpected seat movement during takeoff and landing and the need to add additional seat part numbers (P/Ns) to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2000-18-51: This document publishes in the Federal Register an amendment adopting superseding Airworthiness Directive (AD) 2000-18-51 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI) Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47G2A, 47G-2A-1, 47G-3, 47G-3B, 47G-3B-1, 47G-3B-2, 47G-3B-2A, 47G-4, 47G-4A, 47G-5, 47G-5A, 47H-1, 47J, 47J-2, 47J-2A, and 47K helicopters by individual letters. This AD requires recurring liquid penetrant or eddy current inspections of the main rotor blade grip (grip) threads for a crack. If a crack is detected, this AD requires, before further flight, replacing the cracked grip with an airworthy grip. This AD also establishes a retirement life of 1,200 hours time-in-service (TIS) for each grip. This amendment is prompted by the results of an investigation of an August 1998 accident in which a grip failed on a BHTI Model 47G-2 helicopter due to a fatigue crack. An analysis of the field service data revealed fatigue cracks in 70 percent of the grips inspected. The actions specified by this AD are intended to prevent failure of a grip, loss of a main rotor blade, and subsequent loss of control of the helicopter.
2007-13-07: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A330-200, A330-300, A340- 200, and A340-300 series airplanes; and Model A340-541 and -642 airplanes. That AD currently requires repetitively resetting the display units (DUs) for the electronic instrument system (EIS), either by switching them off and back on again or by performing a complete electrical shutdown of the airplane. This new AD requires installing new software, which would end the actions required by the existing AD. This new AD also adds additional airplanes that may be placed on the U.S. Register in the future. This AD results from an incident in which all of the DUs for the EIS went blank simultaneously during flight. We are issuing this AD to prevent automatic reset of the DUs for the EIS during flight and consequent loss of data from the DUs, which could reduce the ability of the flightcrew to control the airplane during adverse flight conditions.
2007-13-01: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model 717-200 airplanes. This AD requires installing a certain junction(s) and changing the wiring of the first officer's pitot static heater system. This AD results from a report of temporary loss of the auto-flight function with displays of suspect or erratic airspeed indications. We are issuing this AD to prevent display of suspect or erratic airspeed indications during heavy rain conditions, which could reduce the ability of the flightcrew to maintain the safe flight and landing of the airplane.