Results
96-02-03: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that currently requires inspections to detect cracks in the area of the shock absorber attachment at the top of the barrel at the main landing gear (MLG), a measurement of the gap between the barrel and the shock absorber attachment; and corrective action, if necessary. That AD was prompted by a report of the rupture of the aft hinge arm of the left MLG barrel. This amendment requires a measurement of the gap between the washer and barrel of the MLG, eddy current inspections to detect cracking of the MLG barrel, correction of any discrepancy, and accomplishment of certain other follow-on actions. Terminating actions are also provided by this AD. The actions specified by this AD are intended to prevent collapse of the MLG.
91-23-01: 91-23-01 BEECH: Amendment 39-8070. Docket No. 91-CE-10-AD. Applicability: Model 77 (Skipper) airplanes (serial numbers WA-1 through WA-312) that do not have a part number (P/N) 108-820010-653 nose landing gear fork and axle assembly installed, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the nose landing gear fork and the airplane damage that could result, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD, fluorescent penetrant inspect the nose landing gear fork for cracks in accordance with the instructions in Beech Service Bulletin (SB) No. 2241, Revision 1, dated January 1991. (1) If any crack is found, prior to further flight, remove and replace the nose landing gear fork and axle assembly with a (P/N) 108-820010-653 fork and axle assembly, and the requirements of this AD have been accomplished. (2) If no cracks are found, accomplish the following: (i) Fluorescent penetrant inspect the nose landing gear fork axle assembly at intervals not to exceed 500 hours TIS after the initial inspection required in paragraph (a) of this AD in accordance with the instructions in Beech SB No. 2241, Revision 1, dated January 1991; and visually inspect the nose landing gear fork axle assembly at every 100- hour TIS interval between the fluorescent penetrant inspections. (ii) If any crack is found as a result of any of the inspections in paragraph (a)(2)(i) of this AD, prior to further flight, remove and replace the nose landing gear fork and axle assembly with a (P/N) 108-820010-653 fork and axle assembly, and the repetitive inspections are no longer required. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustmentof the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (d) The inspections required by this AD shall be done in accordance with Beech Service Bulletin No. 2241, Revision 1, dated January 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-8070, AD 91-23-01) becomes effective on December 3, 1991.
96-11-06: This amendment adopts a new airworthiness directive (AD), applicable to certain de Havilland Model DHC-7 series airplanes, that requires modification of the emergency lights circuitry. This amendment is prompted by reports of the emergency lights turning on inadvertently due to voltage spikes from other equipment; and reports that the existing emergency light switch arrangement allows the flight compartment and flight attendant's panel switches to override each other. The actions specified by this AD are intended to prevent such failures of the emergency light systems, which could prevent the use of the emergency lights in the event of an emergency.
96-10-14: This amendment supersedes Airworthiness Directive (AD) 88-05-05, which currently requires the following on certain The New Piper Aircraft, Inc. (Piper) PA31, PA31P, and PA31T series airplanes: repetitively inspecting both the left and right main landing gear (MLG) forward sidebrace, and replacing any cracked MLG forward sidebrace. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This action retains the current repetitive inspection and necessary replacement requirements contained in AD 88-05-05, and requires incorporating both a left and right MLG forward sidebrace of improved design as terminating action for the repetitive inspection requirement. The actions specified in this AD are intended to prevent the MLG from retracting because of a cracked MLG forward sidebrace, which, if not detected and corrected, could result in gear collapse and loss of control of the airplane during landing operations.
90-26-54: 90-26-54 BOEING: Amendment 39-6994. Docket 90-NM-284-AD. Final Rule of telegraphic AD. \n\n\tApplicability: All Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required within 10 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent uncommanded leading edge flap retraction during takeoff roll, accomplish the following: \n\n\tA.\tRevise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to add the following statement. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\t"Dispatch with an inoperative thrust reverser is prohibited." \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 (ACO), FAA, Transport Airplane Directorate. \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. \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\tThis amendment (39-6994, AD 90-26-54) becomes effective on May 29, 1991, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T90-26-54, issued December 24, 1990, which contained this amendment.
2021-05-13: The FAA is adopting a new airworthiness directive (AD) for Leonardo S.p.a. (Leonardo) Model AW189 helicopters. This AD was prompted by two reported failures of the tail plane installation forward bolts (bolts). This AD requires inspecting the bolts and depending on the results of those inspections, removing certain parts from service or installing a tail plane retromod. This AD also requires torqueing certain part-numbered nuts, inspecting bolts and nuts for wear, and depending on the results of those inspections, removing parts from service. The FAA is issuing this AD to address the unsafe condition on these products.
2021-06-06: The FAA is superseding Emergency Airworthiness Directive (AD) 2021-05-52 which applied to certain Bell Textron Canada Limited (Bell) Model 505 helicopters. Emergency AD 2021-05-52 required a one-time visual inspection of the pilot collective stick and grip assembly (pilot collective stick), a fluorescent penetrant inspection (FPI) if no crack was found during the visual inspection, and depending on the inspection results, removing the pilot collective stick from service and reporting certain information to Bell. Emergency AD 2021-05-52 also prohibited installing any pilot collective stick on any helicopter unless the inspections had been accomplished. This AD removes the visual inspection of the pilot collective stick, requires repetitive FPIs of the pilot collective stick, and requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter. This AD retains the reporting requirement and expands the prohibition. This AD was prompted by the determination that visual inspections do not adequately detect a crack and additional findings that a crack may occur sooner than previously expected. The FAA is issuing this AD to address the unsafe condition on these products.
97-04-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model 4101 airplanes. This action requires a one-time inspection of the airplane records to determine the modification status of the elevator trim servo, and, if necessary, inspections to determine the serial number of the servo, and repetitive inspections for looseness or movement of the motor housing of the servo. This action also requires replacement of certain elevator trim servos with a serviceable assembly. This amendment is prompted by reports of the motor housing separating from the elevator trim servo and the consequent release of certain component parts, due to inadequate locking of screws that were installed during assembly of the servos. The actions specified in this AD are intended to prevent the motor housing of the elevator trim servo from separating and releasing component parts that could lodge in and jam the elevator controls, and result in reduced pitch control of the airplane.
96-10-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737 series airplanes. This action requires repetitive inspections to detect cracks of the lower gate hinge of the forward galley service door, and replacement of any cracked hinge. This action also provides an optional terminating replacement for the repetitive inspections. This amendment is prompted by reports of fatigue cracks found in the lower gate hinge on the forward galley service door. The actions specified in this AD are intended to prevent such fatigue cracking, which could lead to the failure of the lower gate hinge on the forward galley service door and subsequent loss of cabin pressure. If the hinge fails, the hinge and its associated mechanisms and the emergency escape slide could separate from the airplane and be ingested into the engine, or could strike and damage the flight control surfaces.
96-10-13: This amendment supersedes Airworthiness Directive (AD) 84-08-06, which currently requires the following on certain The New Piper Aircraft, Inc. (Piper) Models PA31T, PA31T1, PA31T2, and PA31T3 airplanes: repetitively inspecting the fuselage station (FS) 332 bulkhead for cracks, and reinforcing or replacing the FS 332 bulkhead if cracks are found. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This action retains the current repetitive inspections contained in AD 84-08-06, and requires incorporating a stabilizer forward spar attachment bulkhead reinforcement kit or installing a reinforced bulkhead assembly as terminating action for the repetitive inspection requirement. The actions specified in this AD are intended to prevent structural failure of the horizontal stabilizer and the aftfuselage attachment caused by cracks in the FS 332 bulkhead, which, if not detected and corrected, could result in loss of control of the airplane.