Results
97-06-16: This amendment adopts a new airworthiness directive (AD) that is applicable to McCauley Propeller Systems 1A103/TCM series propellers. This action supersedes priority letter AD 95-21-01 that currently requires visual inspections for cracks in the propeller hub of certain propellers using a 10X power magnifying-glass. This action requires an initial inspection for cracks in the propeller hub in accordance with a dye penetrant inspection procedure, replacement of propellers with cracks that do not meet acceptable limits, rework of propellers with cracks that meet acceptable limits, and repetitive inspections of all affected propellers. This amendment is prompted by development of a dye penetrant inspection and rework procedures. The actions specified by this AD are intended to prevent propeller separation due to hub fatigue cracking, which can result in loss of control of the aircraft.
99-26-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and B4 series airplanes, that requires repetitive inspections to detect cracking of the inner skin panel of the longitudinal lap joint; and repair, or modification and new repetitive inspections, 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 stress corrosion cracking of the inner skin panel of the longitudinal lap joint, which could result in rapid depressurization of the airplane.
2011-14-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for cracking of the left and right upper center skin panels of the horizontal stabilizer, and corrective action if necessary. This AD was prompted by a report of a crack found in the upper center skin panel at the aft inboard corner of a right horizontal stabilizer. We are issuing this AD to detect and correct cracks in the horizontal stabilizer upper center skin panel. Uncorrected cracks might ultimately lead to the loss of overall structural integrity of the horizontal stabilizer.
97-06-15: 97-06-15 General Electric Company: Amendment 39-9972. Docket 95-ANE-41. Applicability: General Electric Company (GE) Models CF34-1A, -3A, and -3A2 turbofan engines, with high pressure compressor (HPC) stage 1 rotor disks, part number 6040T79G01, installed. These engines are installed on but not limited to Canadair Limited Model CL-600-2A12 and CL-600-2B16 aircraft. Note 1: This airworthiness directive (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 (b) 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. Compliance: Required as indicated, unless accomplished previously. To prevent HPC stage 1 rotor disk rupture, engine failure, and damage to the aircraft, accomplish the following: (a) Remove from service HPC stage 1 rotor disks prior to accumulating 6,000 cycles in service since new, and replace with a serviceable part. (b) 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, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. Note 2: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (c) This amendment becomes effective on May 27, 1997.
2002-26-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 767-300 series airplanes modified by supplemental type certificate ST01869AT-D. This action requires modifying the passenger entertainment system (PES) and revising the airplane flight manual. This action is necessary to ensure that the airplane crew is able to remove electrical power from the PES when necessary and is advised of appropriate procedures for such action. Inability to remove power from the PES during a non-normal or emergency situation could result in inability to control smoke or fumes in the airplane flight deck or cabin. This action is intended to address the identified unsafe condition.
2018-03-02: We are adopting a new airworthiness directive (AD) for certain 328 Support Services GmbH Model 328-300 airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by a determination that incomplete inspection instructions exist for the skin under outer and inner doublers left installed after the removal of a certain data link system. We are issuing this AD to address the unsafe condition on these products.
47-07-05: 47-07-05 FAIRCHILD: (Was Mandatory Note 7 of AD-724-2.) Applies to M-62 Series Aircraft. Compliance required at next periodic inspection. In order to eliminate the possibility of foreign objects entering the torque tube, install a boot at the point where the elevator control enters the torque tube in the front cockpit, and where the control stick enters the torque tube bracket in the rear cockpit. Also install cover plates on the sides of the torque tube bracket in the rear cockpit. (Fairchild Service Bulletin 44-62-5 dated October 10, 1944, covers this same subject.)
2002-26-20: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), and DC-9-83 (MD-83) airplanes, and Model MD-88 airplanes, that requires an inspection of the disconnect panel area above the aft left lavatory for chafed or damaged wires or unacceptable clearance between the wires and adjacent structure, and corrective actions, if necessary. The actions specified by this AD are intended to prevent chafing of wires at the disconnect panel above the aft left lavatory, which could result in electrical arcing, and consequent fire in the cabin. This action is intended to address the identified unsafe condition.
2002-26-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 and -300 series airplanes, that requires inspecting the electrical wire harness next to the fuel line at the left electric fuel pump for signs of chafing; securing the electrical wire harness to the fuel line using ty-rap; and taking corrective actions, if necessary. This action is necessary to prevent damage to the electrical wire harness, which could result in electrical arcing and an increased potential for fire or explosion. This action is intended to address the identified unsafe condition.
2011-13-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting certain Lycoming and TCM reciprocating engines with certain Hartzell Engine Technologies, LLC (HET) turbochargers installed, and disassembly and cleaning of the turbocharger center housing and rotating assembly (CHRA) cavities of affected turbochargers. This AD was prompted by a turbocharger failure due to machining debris left in the cavities of the CHRA during manufacture. We are issuing this AD to prevent seizure of the turbocharger turbine, which could result in damage to the engine, and smoke in the airplane cabin.
99-25-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300, A310, A300-600 series airplanes, that currently requires a one-time operational test and repetitive functional tests of the free fall control mechanism of the landing gear to ensure proper release of the main landing gear (MLG), and corrective action, if necessary. It also requires eventual modification of the free fall control mechanism of the landing gear, which constitutes terminating action for the repetitive functional tests. This amendment requires, for certain airplanes, that the modification of the free fall control mechanism of the landing gear be accomplished in accordance with a corrected version of the manufacturer s service bulletin. 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 malfunction of the free fall control mechanism of the landing gear, which could result in the inability to extend the MLG in the event of failure of the hydraulic extension system.
93-07-07: 93-07-07 FOKKER: Amendment 39-8539. Docket 92-NM-178-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11244 through 11339, inclusive, and 11341 through 11351, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fuel leakage in the rear fuselage, accomplish the following: (a) Within 6 months after the effective date of this AD, conduct an inspection of the auxiliary power unit (APU) fuel supply tube assembly to determine minimum clearance between the tube assembly and the aircraft structure, in accordance with Fokker Service Bulletin SBF100-28-022, dated December 13, 1991. (1) If the APU fuel supply tube assembly is chafed or if it touches the aircraft structure, prior to further flight, replace the APU fuel supply tube assembly with a new assembly, in accordance with the service bulletin. (2) If the clearance is less than 3 mm at any point, but the APU fuel supply tube assembly is not chafed and does not touch the aircraft structure: Within 3 months after accomplishing the inspection, replace the APU fuel supply tube assembly with a new assembly, in accordance with the service bulletin. (3) If the clearance is 3 mm or more at all points, no further action is necessary. (b) 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and replacement shall be done in accordance with Fokker Service Bulletin SBF100-28-022, dated December 13, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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. (e) This amendment becomes effective on June 1, 1993.
2011-13-08: 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: Several reports have been received on the elevator power control units (PCUs) where the shaft (tailstock) swaged bearing liners had shown a higher than normal rate of wear. Investigation revealed that the excessive wear was due to the paint contamination between the bearing roller and bearing liner. The bearing paint contamination is known to be abrasive and could seize the bearing. This condition, if not corrected, could lead to excessive airframe vibrations and difficulties in aircraft pitch control. * * * * * The unsafe condition is loss of controllability. We are issuing this AD to require actions to correct the unsafe condition on theseproducts.
2000-15-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-15-51 that was sent previously to all known U.S. owners and operators of Cessna Model 560XL airplanes by individual notices. This AD requires, for certain airplanes, repetitive inspections to measure the amount the aileron fairlead tube protrudes beyond the clamp at the aft aileron sector, and modification of the aileron fairlead tubes, which terminates the repetitive inspections to measure the tube protrusion; and, for all airplanes, repetitive general visual inspections, and corrective actions, if necessary, to ensure that the fairlead tube remains flush with the clamp. This action is prompted by reports of two occurrences of improper aileron function discovered during preflight checks. The actions specified by this AD are intended to prevent interference between the aileron cable fairlead tube and the aileron cable sector, which could result in loss of control of the airplane.
2011-13-09: We are superseding an existing airworthiness directive (AD) that applies to 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: * * * * * The airworthiness limitations applicable to the Certification Maintenance Requirements (CMR) are given in Airbus A330 ALS Part 3, which is approved by the European Aviation Safety Agency (EASA). The revision 03 of Airbus A330 ALS Part 3 introduces more restrictive maintenance requirements and/or airworthiness limitations. Failure to comply with this revision constitutes an unsafe condition. * * * * * The unsafe condition is safety-significant latent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition. We are issuing this AD torequire actions to correct the unsafe condition on these products.
2011-13-10: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires, for certain airplanes, repetitive inspections for chafing and other damage of the case drain tube from the hydraulic pump case installed on the left-hand engine, and corrective action if necessary. That AD also requires, for all airplanes, repetitive inspections for discrepancies of the left engine's nacelle tubing, repetitive inspections for evidence of fluid leakage within the left engine accessory compartment, and corrective actions if necessary. This new AD also requires replacing the left engine fuel and hydraulic tubing and installing a tubing support channel, which terminates the repetitive inspections required in the existing AD. This new AD also removes airplanes from the applicability. This AD was prompted by reports of chafed hydraulic tubes in the left- hand engine. We are issuing this AD to prevent chafed hydraulic tubes in the left-hand engine and consequent hydraulic tube failure and uncontrolled loss of flammable fluid within the engine cowling, which could result in a fire in the engine nacelle and loss of control of the airplane.
98-14-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company Model 172R airplanes. This AD requires modifying the lower forward doorpost bulkhead by installing rivets. This AD is the result of a report from the manufacturer that these rivets were erroneously omitted during manufacture of some of the new production airplanes. The actions specified by this AD are intended to prevent reduced structural rigidity at the forward doorpost bulkhead, which could result in structural cracking and possible loss of control of the airplane.
97-04-10: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9-80 series airplanes, Model MD-88 airplanes, and Model MD-90 airplanes, that currently requires revising the Airplane Flight Manual (AFM) to include limitations and procedures to address situations in which the autopilot or autothrottle fails to disengage. That AD was prompted by incidents in which the flightcrew was unable to disconnect the autopilot or autothrottle function from the engaged position, due to a discrepancy in a microswitch that is associated with the operation of those functions. This amendment requires an inspection of the autopilot and autothrottle engage switches located in the flight guidance control panel, and installation of improved switches. Accomplishment of these actions will terminate the previous requirement for the AFM revision. The actions specified by this AD are intended to ensure that the autopilot and autothrottle disengage when commanded to do so by the flightcrew.
2011-12-08: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron, Inc. (BHT) model helicopters with tail rotor (T/R) blades with certain serial numbers installed. This action requires a one-time inspection of the T/R blade for corrosion or pitting, and repairing or replacing the T/R blade, if that condition is found during the inspection. This amendment is prompted by a report from the manufacturer that T/R blades with certain serial numbers may have manufacturing anomalies in the spar area. These actions are intended to detect corrosion or pitting in the forward spar area of a T/R blade to prevent a crack in the T/R blade, loss of the T/R blade, and subsequent loss of control of the helicopter.
63-09-01: 63-09-01 BENDIX: Amendment 560 Part 507 Federal Register April 27, 1963. Applies to All Aircraft Equipped With Bendix (Eclipse-Pioneer) Type 9054 Fuel Flow Transmitters or With Beech P/N 414-180824 Fuel Flow Transmitters or Garwin P/N 8007 Fuel Flow Transmitter Which Incorporate the Bendix Type 9054 Fuel Flow Transmitter. Compliance required for Bendix (Eclipse-Pioneer) Type 9054 transmitters within 150 hours' time in service after the effective date of this AD unless already accomplished and for Beech P/N 414-180824 and Garwin P/N 8007 transmitters within 150 hours' time in service after the effective date of this amendment. Cracks have occurred in the magnet bore of the transmitter motor mounting frame releasing hazardous quantities of fuel into the power-plant compartment. Failure is attributed to improper chamfer and corner radius of the magnet bore and, also, the thickness of the magnet bore back wall. To prevent bore failures, accomplish one of the following:(a) Replace the transmitter with a transmitter complying with Bendix (Pioneer-Central) Service Bulletin No. FF-19 or Bendix (Eclipse-Pioneer) Service Bulletin No. 245; or (b) Verify that the transmitter has been inspected and found to comply with Bendix (Eclipse-Pioneer) Service Bulletin No. 245; or (c) Disassemble the transmitters, accomplish inspections and install if necessary, replacement motor mounting frame Bendix P/N PD-50297-1 as outlined in Bendix Service Bulletin No. FF-19. Transmitters complying with (a), (b) or (c) shall be marked with a 1/4 inch external white band on the Autosyn end of the frame as described in Service Bulletin No. FF-19. Installed transmitters reworked prior to the effective date of this AD are to be marked at the next transmitter overhaul or removal whichever occurs first. NOTE: Bendix 9054 and 9100 transmitters with the Bendix identification removed are used to make up Beech P/N 414-180824 and Garwin P/N 8007 transmitters. The affected Beech and Garwin transmitters with the 9054 units have a 2.205 inch diameter autosyn housing, while the unaffected units with the 9100 part have a 1.75 inch diameter housing. This directive effective May 28, 1963. Revised September 13, 1963. Revised December 11, 1963.
97-18-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain British Aerospace (Jetstream) Model 4101 airplanes. This action requires a visual inspection to detect wear damage of the drag brace of the main landing gear (MLG), and replacement of any worn parts with new or serviceable parts. This action also requires an inspection to determine whether there is movement in the spherical bearing of the lower link of the drag brace, certain measurements of the drag brace, and repetitive inspections, if necessary. This amendment is prompted by reports of loose spherical bearings in the links of the drag brace of the MLG. The actions specified in this AD are intended to prevent reduced structural integrity and potential collapse of the MLG due to loose spherical bearings and subsequent wear damage of the links of the drag brace.
2011-12-07: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) helicopters. This action requires visually inspecting the adhesive bead between the bushing and the Starflex star (Starflex) arm for a crack, a gap, or loss of the adhesive bead, inspecting the Starflex arm ends for delamination, and replacing the Starflex if any of these conditions are found. This amendment is prompted by three cases of deterioration of a Starflex arm. In two of these cases, the deterioration caused high amplitude vibrations in flight, compelling the pilot to make a precautionary landing. The actions specified in this AD are intended to prevent failure of the Starflex, high-amplitude vibrations in flight, and subsequent loss of control of the helicopter.
99-09-07: This amendment adopts a new airworthiness directive (AD) that applies to all S.N. CENTRAIR (CENTRAIR) 101 series gliders that have modification 101-24 (major cockpit configuration equipped on all gliders manufactured since 1990) incorporated, and do not have modification 101-21 (minor modifications to this cockpit configuration) incorporated. This AD requires installing an attachment lug to the supporting bracket in order to secure the battery discharge warning device. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent elevator flight control interference caused by an unsecured battery discharge warning device, which could result in reduced or loss of glider control.
63-06-01: 63-06-01 BEECH: Amdt. 546 Part 507 Federal Register March 21, 1963. Applies to Model 23 Aircraft Serial Numbers M-50 through M-174, M-177, M-182 and M-189 Except Serial Numbers M-79, M-108, M-131, M-132, M-166 and M-172. Compliance required within the next 25 hours' time in service after the effective date of this AD. To insure that the door has an adequate number of rivets, accomplish the following: (a) Inspect the cabin door hinge to determine if rivets are installed through the door along the full length of the hinge. Doors with a minimum of 12 AN 470AD4 or equivalent rivets need not be reworked. (b) Doors without rivets or with less than 12 rivets as described in (a) must be reworked in accordance with Beech Service Bulletin Model 23 No. 6, to incorporate a minimum of 15 AN 470AD4 rivets or FAA approved equivalent. End rivets must be located 3/8 inch plus or minus 1/8 inch from each end with the remaining rivets equally spaced within plus or minus 1/8 inchin a single row between the end rivets. Minimum edge distance is 2D. (Beech Service Bulletin Model 23 No. 6 covers this same subject.) This directive effective March 21, 1963.
2011-12-14: 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: * * * The Federal Aviation Administration (FAA) has published Special Federal Aviation Regulation (SFAR) 88, and the Joint Aviation Authorities (JAA) have published Interim Policy INT/POL/25/ 12. The review, conducted by Fokker Services on the Fokker 100 and Fokker 70 type design in response to these regulations, revealed that the fuel sense line from the overflow valves may touch the adjacent fuel-quantity indication-probe. Under certain conditions, this may result in an ignition source in the wing tank vapour space. This condition, if not detected and corrected, could result in a wing fuel tank explosion and consequent loss of the aeroplane. * ** * * We are issuing this AD to require actions to correct the unsafe condition on these products.