Results
2012-18-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by reports of failures of a hydraulic accumulator's screw-cap/end cap while on the ground that resulted in loss of use of that hydraulic system, and in high-energy impact damage to adjacent systems and structures. This AD requires an inspection for part numbers; repetitive inspections for any cracking of certain hydraulic system accumulators, and replacement, if necessary; and revising the maintenance program to include a life limit for certain hydraulic system accumulators. We are issuing this AD to prevent loss of use of a hydraulic system, which could result in reduced controllability of the airplane.
2012-19-01: We are superseding an existing airworthiness directive (AD) for certain Lycoming Engines (L)O-360, (L)IO-360, AEIO-360, O-540, IO- 540, AEIO-540, (L)TIO-540, IO-580, and IO-720 series reciprocating engines. That AD currently requires replacing certain crankshafts in the affected engines. This AD continues to require replacing certain crankshafts, corrects the start date of affected engine models in Lycoming Mandatory Service Bulletin (MSB) No. 569A to the start date in Supplement No. 1 to Lycoming MSB No. 569A, dated May 27, 2009, and [[Page 58004]] includes additional (formerly experimental) IO-390, AEIO-390, and AEIO- 580 series engine models having affected crankshafts. This AD was prompted by Lycoming Engines discovering that the start date of affected engine models in MSB No. 569A is incorrect and the need to include additional engine models having the affected crankshafts. We are issuing this AD to prevent failure of the crankshaft, which will result in total engine power loss, in-flight engine failure, and possible loss of the aircraft.
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.
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.