Results
57-03-01: 57-03-01 CONVAIR: Applies to All 240 Series Aircraft. Compliance required at 12,000 hours of operation and as indicated below. As a result of several reports concerning cracks in the main outboard landing gear fitting, the following inspection should be conducted on all Model 240 Series aircraft: 1. Inspect P/N 240-1650716 for cracks running fore and aft on the inboard and outboard face of the fitting, above the fitting boss at the point of tangency of the boss and plate. This inspection must be made at each 1,000 hours of operation following the initial inspection at 12,000 hours. 2. Parts which have cracks not exceeding 2 inches in length may remain in service when properly stop-drilled with a 0.25-inch drill, and inspected daily for further crack progression or other damage. 3. Parts with cracks exceeding 2 inches in length must be replaced with an acceptable part. When replaced with a new part the above inspections are not required until the replacementpart has 12,000 hours of operation, at which time the above inspection procedure, item 1, is again in effect.
91-08-11: 91-08-11 BRITISH AEROSPACE: Amendment 39-6966; Docket No. 90-NM-237-AD. Applicability: Model BAe 146-200A series airplanes; Serial Numbers E2022 through E2025, E2028, E2030, E2031, E2034, E2036, and E2039 through E2048; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage pressure vessel, accomplish the following: A. For airplanes Serial Numbers E2022 through E2025, E2028, E2030, E2031, E2034, E2036, E2039 through E2048: Accomplish the following: 1. Within 30 days after the effective date of this AD, perform the following inspections: a. A detailed visual inspection (including the use of a dial test indicator and 10X magnifying glass, where appropriate) of the rivets in the polished fuselage skins and the polished fuselage skins to detect rivet abrasion damage, loose or missing rivets, and skin cracks, in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of British Aerospace Service Bulletin 53-87, dated January 19, 1990. b. An ultrasonic inspection of the fuselage skin, to detect reduced skin thickness, in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of British Aerospace Service Bulletin 53-87, dated January 19, 1990. 2. Repeat the inspections required by paragraph A.1. of this AD at intervals not to exceed 1,500 flights, as follows: a. For fuselage sections of the airplane that continue to be polished, perform visual and ultrasonic inspections on alternate halves of the fuselage (e.g., left and then right, etc.), in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of British Aerospace Service Bulletin 53-87, dated January 19, 1990. b. For fuselage sections that have had the fuselage skin painted subsequent to findings of rivet or skin damage resulting from polishing, perform only a visual inspection of those areas for skin cracks and loose or missing rivets. c. For fuselage sections that have had the fuselage skin painted subsequent to findings of no rivet or skin damage resulting from polishing, no further action is required. 3. As a result of the inspections required by paragraph A.1. of this AD, accomplish the following: a. If skin cracks or loose or failed rivets are found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. b. Any rivets identified as category "A1" (between 0.002 to 0.000 inch in head height), must be replaced prior to further flight, with new rivets having the same part number, in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of British Aerospace Service Bulletin 53-87, dated January 19, 1990. c. At intervals not to exceed 1,500 flights, apply protective treatment to all rivets identified as having curvededges, in accordance with paragraph 2.A.9. of British Aerospace Service Bulletin 53-87, dated January 19, 1990. B. For airplanes Serial Numbers E2022 through E2025, E2028, E2030, E2031, E2034, E2036, E2039 through E2048: Accomplish the following, in accordance with Paragraph 2.A. of British Aerospace Service Bulletin 53-98, dated September 26, 1990: 1. Within 6 months after the effective date of this AD, perform the following inspections: a. A detailed visual inspection of the designated areas of the fuselage skins for signs of corrosion. b. For airplanes that have been repainted, inspect the paint finish in the designated areas for underlying corrosion. 2. Repeat the inspections required by paragraph B.1. of this AD at intervals not to exceed 2,000 landings. 3. As a result of the inspections required by paragraph B.1. of this AD, accomplish the following: a. If the paint finish in any area shows bubbling or other signs of distress, prior to further flight, the paint must be removed in accordance with Chapter 20-10-10 of the Airplane Maintenance Manual to allow a more detailed visual inspection to determine the extent of the damage. b. If corrosion is found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, Transport Airplane Directorate. C. For airplanes Serial Numbers E2022, E2024, E2025, E2028, E2036, and E2045: Accomplish the following, in accordance with British Aerospace Service Bulletin 53-88, dated January 19, 1990: 1. Prior to the accumulation of the number of flights identified in the "Compliance Period from Initial Polishing" column in paragraph D.1. of the service bulletin, perform a close visual inspection of the designated areas of the polished fuselage skin. 2. Repeat the inspections required by paragraph C.1. of this AD at intervals not to exceed 1,500 flights. 3. As a result of the inspections required by paragraph C.1. of this AD, accomplish the following: a. If skin cracks or defects (loose or missing rivets) are found, prior to further flight, accomplish the following: (1) Record the findings of cracks or defects, in accordance with paragraph 2.A.(3) of the service bulletin. (2) If any loose rivets are found, remove the loose rivets and perform a detailed visual inspection to detect cracks around all vacant rivet holes using a 10X magnifying glass, in accordance with paragraph 2.A.(5) of the service bulletin. (3) Repair cracks in a manner approved by the Manager, Standardization Branch, ANM-113, FAA Transport Airplane Directorate. (4) Replace any missing or removed rivets with new rivets having the same part number. b. If no cracks or defects are found, no further action is necessary for this inspection cycle. D. Within 14 days after the inspections required by this AD, submit a report of all findings of the inspections, positive or negative, including charts, to British Aerospace, in accordance with Paragraph 2.A.(13) of British Aerospace Service Bulletin 53-87, dated January 19, 1990; Paragraph 2.A.(7) of Service Bulletin 53-88, dated January 19, 1990; and Paragraph 2.A.(4) of Service Bulletin 53-98, dated September 26, 1990. E. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. F. 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 the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6966, AD 91-08-11) becomes effective on May 17, 1991.
2021-06-03: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 777F series airplanes. This AD was prompted by a report of a water supply line that detached at a certain joint located above an electronic equipment (EE) cooling filter, leading to water intrusion into the forward EE bay. This AD requires deactivating the potable water system. The FAA is issuing this AD to address the unsafe condition on these products.
99-21-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100) series airplanes, that requires a one-time inspection to detect damage of the input connectors and wiring of the main and auxiliary power unit (APU) battery chargers, and corrective action, if necessary. This amendment also requires installation of secure connectors for the battery charger input connections. In addition, this amendment requires, for certain airplanes, either the installation of a resistor in the battery charger wiring, or the installation of new batteries with internal resistors. 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 increased risk of a short circuit and consequent electrical smoke or fire in the aft fuselage.
85-26-05: 85-26-05 GULFSTREAM AEROSPACE: Amendment 39-5203. Applies to Model GA-7 (Cougar) airplanes, all serial numbers, certified in any category. COMPLIANCE: Required within 50 hours time-in-service after the effective date of this AD unless previously accomplished. To prevent failure of the rudder torque tube, accomplish Paragraphs (a), (b) and (c) of the following AD in accordance with Gulfstream Aerospace Corporation (GAC) Service Bulletin (S/B) No. ME-21, dated November 1, 1985: (a) Visually inspect the rudder torque tube for corrosion or cracks. (b) If any cracks or excessive corrosion is found, prior to further flight replace the rudder torque tube, P/N 7CS10500-11. (c) If no cracks are found and no corrosion or only light surface corrosion exists on the rudder torque tube, prior to further flight apply corrosion protection treatment to the torque tube. (d) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location wherethis AD can be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337; telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Gulfstream Aerospace Corporation, P.0. Box 2206, Savannah, Georgia 31402- 2206, or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on January 3, 1986.
59-06-03: 59-06-03 MOONEY: Applies to Models M-20 and M-20A Serial Numbers 1002 Through 1364. Compliance required as indicated. A failure of a rudder hinge bearing bracket (P/N 4003) has occurred on a Mooney M- 20A. To preclude the possibility of similar failures occurring on these brackets or on the aileron and elevator hinge bearing brackets, the following inspection and rework is required as indicated: Within the next five flight hours, inspect the welds which attach the hinge bearing housing (7/8 inch O.D. x .058 inch 4130 steel tube) to the fixed surface hinge bearing channel (P/N 4002). Bearing bracket assemblies (P/N 4003) are installed as aileron, elevator, and rudder hinges. The inspection shall be conducted as follows: Remove paint from welds and, using a 10-power glass, inspect for cracks or inadequate weld (i.e. weld which does not completely fill fillet cross section area.) If cracks are found, the bearing brackets on that surface must be removed and a set of modified hinge bearing brackets (P/N 4003) installed prior to further flight. If inadequate welds are found (i.e., such as but not limited to, not completely, filling in between the face of the outer race and the top of the channel leg and/or inadequate fillet radius between the edge of the outer race and the top of the channel leg) the defective bearing brackets must be removed and a set of modified hinge bearing brackets (P/N 4003) installed on that surface not later than April 15, 1959. A set of hinge bearing brackets is defined as follows: Aileron --all three (3) hinge bearing brackets; elevator - outer two (2) hinge bearing brackets; rudder - upper two (2) hinge bearing brackets. The installation shall be accomplished as follows: (1) Install AN 960-3 washers (2) with each new hinge bearing bracket, one at each attach bolt between bracket and structure except at the tip elevator hinge where P/N 8389 shim should be used in place of the inboard washer. (2) Rudder (a) Remove fabric covering small "D" shaped cutout in plywood at trailing edge on right-hand side at each of the upper hinges. Do not remove gap tape or lower hinge bolt. (b) Replace hinge bearing bracket (2) and recover access openings with fabric patch (use Butyrate dope.) (3) Elevator (a) Remove fabric covering small "D" shaped cutout in plywood at trailing edge on under side at each of the outboard hinges. Do not remove gap tape or inboard hinge bolt. (b) Replace hinge bearing bracket (2) (see item (1) for use of ship at tip hinge bracket) and recover access opening with fabric patch (use Butyrate dope). (4) Aileron (a) Remove counterbalance weight fairing and two access plates at trailing edge of wing. (b) Disconnect control tube and remove aileron. (c) Check clearance between aileron gap strip and existing hinge bearing bracket. If this clearance is not approximately 1/16-inch, the gap strip may have to be dimpled at the hinge to allow clearance for heavier replacement bracket. (d) Replace hinge bearing bracket (3). (Mooney Aircraft Inc. Service Letters 20-44 and 20-45 cover this same subject.)
2021-04-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and A350-1041 airplanes. This AD was prompted by reports that suitable corrosion protection treatment had not been applied to certain areas of the seat track. This AD requires a one-time detailed inspection of the seat tracks between certain frames for suitable corrosion protection or presence of corrosion, and on- condition actions if necessary, as specified in a 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.
75-17-03: 75-17-03 HANDLEY PAGE (SCOTTISH AVIATION, LTD.): Amendment 39-2305. Applies to Jetstream Model HP-137 Mark I airplanes that do not have Handley Page Modification No. 1219 incorporated. Compliance is required as indicated. To provide for adequate depth of engagement of wing-fuselage fittings accomplish the following: (a) For Jetstream airplanes Serial Numbers 213, 216, 217, 218, 220, 221, 224, 237, 238, and 246, within the next 100 hours' time in service after the effective date of this AD or, prior to the accumulation of a total of 2,500 landings, whichever occurs later, unless already accomplished, comply with paragraph (c) of this AD. (b) For all other airplanes, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, radiographically inspect spigots, P/N 13781B-5, for depth of engagement of the spigot in its housing in accordance with paragraph 2 (2) of Handley Page Jetstream Service Bulletin No. 7/1, IssueNo. 3, dated February 1970, or an FAA-approved equivalent. (1) If the spigot is found during the inspection required by this paragraph to be recessed in its housing by an amount more than 0.26 inches, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where this work can be performed, comply with paragraph (c) of this AD. (2) If the spigot is found during the inspection required by this paragraph to be recessed in its housing by an amount of 0.26 inches or less, but greater than 0.20 inches, before the accumulation of a total of 2,500 landings, comply with paragraph (c) of this AD. (c) Replace affected spigots by accomplishing one of the following: (1) Install a longer spigot, P/N 13781B-7. (2) Install a new spigot of the same part number that is shown by radiographic inspection performed in accordance with paragraph 2 (2) of Handley Page Jetstream Service Bulletin No. 7/1, Issue No. 3, dated February 1970,or an FAA-approved equivalent to be recessed in its housing by an amount not exceeding 0.26 inches, and comply with paragraph (d) of this AD, as applicable. (d) For replacement spigots, P/N 13781B-5, that are found during an inspection required by paragraph (c) of this AD to be recessed by an amount of 0.26 inches or less but exceeding 0.20 inches, before the accumulation of 2,500 landings on the replacement spigot, comply with paragraph (c) of this AD. (e) For the purpose of complying with this AD, and subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be established by dividing each airplane's hours' time in service by the operator's fleet average flight time from takeoff to landing for the Model HP137 Jetstream airplane. This amendment becomes effective September 1, 1975.
2014-05-09: We are superseding Airworthiness Directive (AD) 2012-12-08 for certain The Boeing Company Model 777-200 and -300 series airplanes. AD 2012-12-08 required an inspection for the part number of the main landing gear retract actuator fuse pin, and replacement of the pin if necessary. This new AD retains the actions required by AD 2012-12-08 and adds airplanes to the applicability. This AD was prompted by a determination that additional airplanes may be subject to the identified unsafe condition. We are issuing this AD to prevent structural damage to the side and drag brace lock assemblies, which could result in landing gear collapse during touchdown, rollout, or taxi.
99-21-05: This amendment supersedes Airworthiness Directive (AD) 77-25-03, which currently requires repetitively inspecting for cracks on the landing gear actuator rod ends that are equipped with grease fittings, on Fairchild Aircraft, Inc. (Fairchild Aircraft) Models SA226-T, SA226-AT, and SA226-TC airplanes. AD 77-25-03 also requires replacing the landing gear actuator rod ends with an improved part either immediately or at a certain time period depending on the results of the inspections. Replacement of all six rod ends terminates the repetitive inspection requirements of AD 77-25-03. This AD is the result of failures of the landing gear rod ends on airplanes where the rod ends were replaced in accordance with AD 77-25-03. Fairchild has re-designed the landing gear rod ends as a result of these failures. This AD requires replacing all landing gear rod ends with these improved design parts on all SA226 series airplanes, including those manufactured since AD 77-25-03 was issued (i.e., the Model SA226-T(B) airplanes). The actions specified by this AD are intended to prevent failure of the landing gear actuator caused by cracks in the rod ends, which could result in the inability to lower the landing gear during a landing with consequent possible loss of control of the airplane.
2014-05-01: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135P1, EC135P2, EC135P2+, EC135T1, EC135T2, and EC135T2+ helicopters. This AD requires analyzing the main gearbox (MGB) oil for indications of metal chips or pieces, reviewing the MGB log or equivalent record, and inspecting certain teeth in the MGB after two chip indications. This AD was prompted by a partial tooth rupture found in an MGB that was returned to the manufacturer for repairs. The actions of this AD are intended to detect wear in the MGB that could lead to a gear tooth rupture, failure of the MGB, loss of power to the main rotor, and subsequent loss of control of the helicopter.
76-23-02: 76-23-02 ROCKWELL: Amendment 39-2770. Applies to Model 114, S/N's 14089 through 14113, 14115 through 14122, 14125 through 14131, 14134 through 14149, 14152 through 14154, and 14156 through 14158. Compliance required as indicated after receipt of this AD. 1. Within 10 hours after the effective date of this AD, unless already accomplished, modify the forward cabin vent valve and air ducts in accordance with Rockwell Service Bulletin No. SB-114-6 dated November 1, 1976, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. 2. Until compliance with paragraph 1 above is accomplished, the following operating procedure is required: While climbing, the two vent valves located near the floor, below and outboard of the front seat passenger's leg must be in the full open position (allowing hot or cold air to pass from the duct into the passenger compartment). Also the cabin heat and/or the cabin vent knobs located on the lower instrument panel just to the right of the center console must be in the full open position (pulled out to stop). Operation in taxi, cruise, or glide is exempt from these restrictions. This amendment is effective November 26, 1976, and was effective upon receipt for all recipients of the letter dated November 5, 1976, which contained this amendment.
99-21-06: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes (MD-81, -82, -83, and -87), and Model MD-88 airplanes, that currently requires visual or eddy current inspections to detect cracks of the actuator cylinder support brackets of the slat drive mechanism assembly, and replacement of any cracked brackets. This amendment continues to require repetitive eddy current inspection, adds an inspection requirement, and expands the area of inspection. This amendment also provides terminating action for the repetitive inspections. This amendment is prompted by reports indicating that additional cracking was found outside the original inspection area. The actions specified by this AD are intended to prevent inadvertent slat retraction in flight.
2014-03-06: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks found in the aft support fitting, the rear spar upper chord, and the rear spar web. This AD requires repetitive inspections for cracking of the aft support fitting for the main landing gear (MLG) beam, and the rear spar upper chord and rear spar web in the area of rear spar station (RSS) 224.14; and repair if necessary. We are issuing this AD to detect and correct such cracks, which could grow and result in a fuel leak and possible fire.
99-21-07: This amendment supersedes two existing airworthiness directives (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 (military) series airplanes, and Model MD-88 airplanes, that currently require installation of hydraulic line restrictors in the main landing gear (MLG), and modification or replacement of the left and right MLG hydraulic damper assemblies. This amendment requires an additional modification of the MLG hydraulic damper assemblies, or replacement of the MLG hydraulic damper assemblies with modified and reidentified hydraulic damper assemblies. This amendment is prompted by reports indicating that MLG hydraulic damper assemblies removed for overhaul had failed or damaged spring retainers, due to insufficient material thickness of the spring retainers. The actions specified by this AD are intended to prevent failure of the hydraulic damper assemblies of the MLG, which could result in vibration damage and collapse of the MLG.
99-21-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727-100 and -100C series airplanes, that requires replacement of certain skin panels of the lower fuselage with non-bonded skin panels. This amendment is prompted by reports of corrosion of the skin panels of the lower fuselage on airplanes with hot-bonded doublers. The actions specified by this AD are intended to prevent degradation of the structural integrity of certain skin panels of the lower fuselage, which could result in loss of airplane pressurization.
88-04-08: 88-04-08 SUD AVIATION: Amendment 39-5853. Applies to Model Caravelle SE210 series airplanes, as listed in Sud Service Bulletin Number 32-121, dated September 9, 1982, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent breakage of main landing gear manual uplock release mechanism screwjack shaft, accomplish the following: A. Prior to the accumulation of 2,500 landings or 12 months, whichever occurs first after the effective date of this AD, perform inspections of the square end fitting (LH and RH sides) P/N 210.43.20.123 and screwjack shafts P/N 210.43.20/122 or P/N 210.43.20.920, as described in paragraph 4B of Caravelle Sud Service Bulletin No. 32-121, dated September 8, 1982. B. Repeat the inspection required by paragraph A., above, as follows: 1. At intervals not exceeding 5,000 landings or 2 years, whichever occurs first, for aircraft on which the procedures described in Sud Service Bulletin 32-96 havenot been accomplished. 2. At intervals not exceeding 15,000 landings or 6 years, whichever occurs first, for aircraft on which the procedures described in Sud Service Bulletin 32-96 have been accomplished. C. In the event that damage or cracks are detected on the square end fitting or screwjack shaft, or there are more than two pin holes on the screwjack shaft, replace affected parts in accordance with Sud Service Bulletin No. 32-96, Revision 3, dated January 18, 1982. D. An alternate means of compliance or adjustment of the compliance times, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, 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 in order to comply with the requirements of this AD. All persons affected by thisdirective who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Sud Aviation/Aerospatiale, 316 Route de Bayonne, 31060 Toulouse Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective April 5, 1988.
2014-04-12: We are adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC225LP helicopters. This AD adds a new operating limitation that requires increasing the minimum density altitude flight limitation for helicopters without certain Eurocopter modifications installed. This AD is prompted by a report that flights below a certain density altitude create oscillations in the main rotor which can transfer dynamic loads to the structure, the main gearbox (MGB), and the main servo-control inputs, which could result in subsequent loss of control of the helicopter.
99-21-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 series airplanes, that currently requires a one-time inspection to detect chafing of electrical wires in the cable trough below the cabin floor; repair, if necessary; installation of additional tie-mounts and tie-wraps; and application of sealant to rivet heads. This amendment requires the accomplishment of these same actions on additional airplanes. 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 chafing of electrical wires, which could result in an uncommanded shutdown of an engine during flight.
99-21-13: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS332C, L, and L1 helicopters, that requires inspecting and replacing certain bolts that secure the hoist arm lower fitting. This amendment is prompted by a report of a failure of the bolts that secure the hoist arm lower fitting during a factory load test. The actions specified by this AD are intended to prevent failure of the bolts that secure the hoist arm lower fitting, separation of components from the helicopter, impact with the main or tail rotor, and subsequent loss of control of the helicopter.
90-08-05: 90-08-05 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6561. Docket No. 89-NM-227-AD. Applicability: De Havilland Model DHC-8 series airplanes, Serial Numbers 1 through 179, certificated in any category. Compliance: Required within 12 months after the effective date of this AD, unless previously accomplished. To ensure the proper operation of the emergency lighting system when required, accomplish the following: A. Relocate the emergency lights circuit breaker on the circuit breaker panel from the right essential bus to the right secondary bus and terminate a wire, in accordance with the Accomplishment Instructions of de Havilland Service Bulletin No. 8-33-17, dated August 25, 1989. B. An 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, New York Aircraft Certification Office, ANE-170, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, New York Aircraft Certification Office, ANE-170. 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 the appropriate service documents from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment (39-6561, AD 90-08-05) becomes effective on May 4, 1990.
87-07-07: 87-07-07 BRITISH AEROSPACE: Amendment 39-5589. Applies to all Model BAC 1- 11 200 and 400 series airplanes, certificated in any category. Compliance is required prior to the accumulation of 12,000 landings, or within the next 1,500 landings after the effective date of this AD, whichever occurs later. To prevent failure of the keel structure to carry design loads due to structural crack propagation in the keel beam lateral diaphragm, accomplish the following, unless previously accomplished: A. Inspect, and repair or replace, as necessary, the keel beam lateral diaphragm assembly in accordance with BAC 1-11 Alert Service Bulletin 53-A-PM5918, dated May 6, 1986. B. Repeat the requirements of paragraph A., above, at intervals not to exceed 3,600 landings. C. An 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, Standardization Branch, ANM-113, FAA, NorthwestMountain Region. D. 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 the requirements of this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective May 1, 1987.
2014-04-08: We are adopting a new airworthiness directive (AD) for all Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports of burr marks on the primary wheels, and cracked rings on the primary wheel shaft, on certain horizontal stabilizer trim actuators (HSTAs). This AD requires replacing certain HSTAs. We are issuing this AD to prevent burr marks on the primary wheels, and cracked rings on the primary wheel shaft, on certain HSTAs, which may lead to a disconnect of the pitch trim surface and subsequent loss of pitch control, resulting in loss of control of the airplane.
2014-04-04: We are adopting a new airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH Models DA 42 NG and DA 42 M-NG airplanes. 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 the failure of the alternator indication system to indicate warning when one alternator is inoperative. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-16-03: We are adopting a new airworthiness directive (AD) for certain Model MD-11 and MD-11F airplanes. This AD requires revising the airplane flight manual to advise the flightcrew to use certain procedures during descent in certain icing conditions. This AD results from reports of several in-flight engine flameouts, including multiple dual engine flameout events, in ice-crystal icing conditions. We are issuing this AD to ensure that the flightcrew has the proper procedures to follow in certain icing conditions. These certain icing conditions could cause a multiple engine flameout during flight with the potential inability to restart the engines, and consequent forced landing of the airplane.