Results
2021-12-03: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AW189 helicopters. This AD was prompted by a report of the bubble window departing from the helicopter during flight. This AD requires installation of a new improved bubble window kit, as specified in a European Aviation Safety Agency (now the 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.
2008-09-16: 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: A number of occurrences of an incorrect installation of the trimmable horizontal stabilizer actuator (THSA) have been found and reported during the accomplishment of the AIRBUS Service Bulletin (SB) A320-27-1164 mandated by EASA AD 2006-0223. These issues could lead to a degradation of the integrity of the THSA primary load path and to secondary load path partial or full engagement. * * * * * Degradation of the THSA primary load path could result in latent (undetected) loading and eventual failure of the THSA secondary load path, with consequent uncontrolled movement of the horizontal stabilizer and loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-05-05: 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: * * * * * * * * [T]here is a possible path for fluid ingress, resulting in connector internal arcing and hydraulic system malfunction. In addition, as the connectors are located in areas adjacent to fuel tanks, such arcing associated with the presence of a fuel leakage could lead to an uncontrolled fire. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
96-06-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, and -40 series airplanes, and Model KC- 10A (military) airplanes. This amendment requires inspection(s) to detect cracks of the attach bolts of the front spar support fitting of each wing, and replacement of attach bolts with ones that are corrosion-resistant. This amendment is prompted by a report of failure of the attach bolts of the front spar fitting as a result of corrosion pitting. The actions specified by this AD are intended to prevent such stress corrosion, which could lead to the failure of the attach bolts of the front spar; this situation could result in reduced structural integrity of the wing.
48-49-02: 48-49-02 NOORDUYN: Applies to All Army UC-64, -64A, -64AS, and -64B Aircraft. Compliance required as soon as possible but not later than February 1, 1949. On airplanes equipped or about to be equipped with Edo Model 55-7170A floats, the float brace wire plates, P/N 16-31131, must be reinforced in accordance with Noorduyn Service Bulletin No. E5/44, dated August 22, 1944, (obtainable upon request from Canadian Car and Foundry Co., Ltd., Montreal 3, Canada), or Army Air Forces Technical Order No. 01-155CB-13, dated October 9, 1944. Other reinforcements shown to be equivalent to those covered in the Service Bulletin or the Technical Order will also be acceptable.
47-42-10: 47-42-10 DOUGLAS: (Was Mandatory Note 7 of AD-781-1.) Applies to the Following DC-6 Airplanes: Serials 42854 Through 42887, Inclusive, and Serials 43000, 43001 and 43055. \n\nTo be accomplished not later than January 1, 1948. \n\nSome operators have experienced malfunctioning of the DC-6 landing gear antiretract mechanism, thereby preventing retraction of the landing gear. Pending redesign of the antiretract mechanism of the landing gear control valve assembly, P/N 3319922, the antiretract mechanism may be permanently disconnected if desired, however, if connected, it must be revised in accordance with this note. \n\nIn order to correct this unsatisfactory condition, which is due to slippage and lost motion in the antiretract cable system, it is necessary to accomplish the following: \n\n1.\tRemove clamp P/N 1338701 from Arens down-lock control cable assembly, P/N 4334802. Install 21-inch dural tube, P/N 1356157, around lower end of the Arens control cable (the upper end of the tube should be flanged). Install AN 735-7 clamp at lower end of tube. (Prior to installing dural tube push 4-inch (7/16 I.D. x 9/16 inch O.D.) synthetic rubber tube over lower end until it clears sufficiently to allow installation of clamp below it.) \n\nOn upper end of dural tube, P/N 1356157, install trunnion, P/N 1356154, which incorporates a bushing, P/N B-162-0688, and clips, P/N 1356156. Attach this assembly to the wheel well cover plate stiffener approximately 21 3/8 inches below upper end of cover plate. \n\nRemove down-lock control cable clamp, P/N 1340559, located 4 1/16 inches from Station 114.5 and install new clamp, P/N 1356158, on angle, P/N 5249561-366, 1 1/16 inches from Station 114.5. \n\n(Douglas Drawing 5334338, Change "H" covers this modification.) \n\n2.\tTo correctly adjust the landing gear down-lock mechanism in order to maintain the required load of 100 pounds on the cable number 108 with the oleo fully extended, the oleo should be fully retracted into the shock strut cylinder and then permitted to fully extend, at least 8 to 10 times, checking and maintaining the 100-pound load after each operation. \n\n(Douglas Drawing 7354206, page 28, covers this same subject.)
96-06-03: This amendment supersedes an existing airworthiness directive (AD), applicable to The Enstrom Helicopter Corporation (Enstrom) Model F-28, F-28A, F-28C, F-28C-2, F-28F, 280, 280C, 280F, and 280FX helicopters, that currently requires initial and repetitive inspections of a certain main rotor transmission clutch assembly (clutch assembly) for bearing roughness, noise, lock-up, or improper oil level and, if necessary, replacement of the clutch assembly. The existing AD also requires replacement of the clutch assembly at certain time-in-service intervals. This amendment requires the same inspections and replacements as required by the existing AD, but would provide for installation of an additional approved replacement part number and provide a reference to three additional manufacturer service documents. This amendment is prompted by the approval of an additional replacement clutch assembly; the manufacturer's issuance of additional service information, and the need to correct a service information letter's number. The actions specified by this AD are intended to prevent failure of the clutch assembly, loss of control of the main rotor system, and subsequent loss of control of the helicopter.
2004-05-11: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited Model BAe 146 series airplanes, that requires repetitive general visual inspections of the inside of the condenser regenerative air ducts, air cycle machine turbine outlet, and the jet pump ducts on each air conditioning pack to detect oil and/or oil breakdown products leaking from the engine(s) or auxiliary power unit (APU). This AD also requires further inspections and replacement of any affected engine, APU, or component with a serviceable part, if necessary. This action is necessary to prevent impairment of the operational skills and abilities of the flightcrew caused by oil or oil breakdown products in the cabin air, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2021-12-02: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. This AD was prompted by a report that a number of nacelle A- frames were not manufactured in accordance with engineering drawings. This AD requires, depending on airplane configuration, removing the fasteners on the nacelle A-frame side brace sub-assemblies, doing an eddy current inspection for cracking, cold-working the holes, installing oversize fasteners, re-identifying the reworked side brace fitting and A-frame, and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
85-16-04: 85-16-04 GATES LEARJET: Amendment 39-5110. Applies to Model 35, 35A, 36, and 36A series airplanes modified by Raisbeck Group Supplemental Type Certificate (STC) SA766NW, certificated in any category. The affected airplane serial numbers are: 35-023, 35-034, 35-042, 35-044, 35-047, 35A-068, 35A-073, 35A-075, 35A-076, 35A- 086, 35A-092, 35A-093, 35A-095, 35A-118, 35A-127, 35A-132, 35A-135, 35A-145, 35A- 172, 35A-185, 35A-192, 35A-203, 35A-206, 35A-207, 35A-209, 35A-228, 35A-231, 35A- 244, 35A-245, 36-003, 36-004, 36-017, 36A-028, 36A-029, 36A-031, 36A-038, 36A-043, and 36A-044. To prevent deterioration of the airplane lateral control characteristics as a result of aileron buffet or buzz accomplish the following, unless previously accomplished. A. Within the next 200 hours time in service or six months after the effective date of this AD, whichever comes first, accomplish either paragraph 1. or 2., as follows: 1. Reduce MMO by accomplishing the following:a. Submit the FAA approved STC SA766NW Airplane Flight Manual Supplement to the Manager, Flight Test Branch, ANM-160S, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington 98168, to change the limit Mach number from .83 to .80; b. Remove the "Mach Overspeed Warning Switch" and have it reset from Mach .83 to .80. Contact the manufacturer PRECISION SENSOR, P.0. Box 509, Milford, Connecticut 06460, telephone number (203) 877-2795, to have the instrument recalibrated. Reidentify the Mach overspeed warning switch by ink stamping "Mach limit .80" adjacent to the part number. Reinstall the "Mach Overspeed Warning Switch" after it has been calibrated; and c. Remove pilot's and copilot's airspeed indicators and have them modified by changing the "Barber Pole" from Mach number .83 to .80. The instrument must be recalibrated by the instrument manufacturer or a certified repair station. Reidentify the airspeed indicators by ink stamping "Mach limit .80" adjacent to the part number. Reinstall the pilot's and copilot's airspeed indicators after they have been recalibrated. 2. Remove the modifications installed by Raisbeck Group STC SA766NW, and return the aircraft to the original type design configuration or to the Gates Learjet "Softflight" configuration. B. Airplanes may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. C. 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. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Jet Air Corporation, P.O. Box 245, Bellevue, Washington 98009. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective September 6, 1985.