Results
60-23-05: 60-23-05 VERTOL: Amdt. 218 Part 507 Federal Register November 8, 1960. Applies to All 42 and 44 Series Helicopters. Compliance required as indicated. As a result of a recent fatigue failure of the lower directional bellcrank assembly, P/N 22C1611-13, all Vertol parts P/N 22C1611-13 must be retired upon the accumulation of 2,500 hours of time in service. This directive effective November 8, 1960.
99-05-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This action requires a one-time inspection of the attachment nuts at each end attachment of the elevator tab push rods to measure run-on torque values, and corrective actions, if necessary. This amendment is prompted by reports of excessive high-frequency airframe vibration during flight, with consequent structural damage to the elevator tab, elevator, and stabilizer. The actions specified in this AD are intended to prevent detachment of an elevator tab push rod due to a detached nut at either end attachment of a push rod, which could result in excessive high-frequency airframe vibration during flight; consequent structural damage to the elevator tab, elevator, and horizontal stabilizer; and reduced controllability of the airplane.
99-05-11: This amendment supersedes an existing airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11 200 and 400 series airplanes, that currently requires repetitive visual inspections to detect cracks in the flight deck canopy area, and repair, if necessary; and repetitive detailed visual and eddy current inspections to detect cracks of the top sill members at station 82.5, and replacement of cracked parts with new parts, or repair of the top sill members. This amendment continues to require detailed visual and eddy current inspections to detect cracks of the top sill members at station 82.5. This amendment also adds a requirement for a one-time inspection to determine the type of fasteners installed in certain holes of the joint strap installation, and replacement of rivets with bolts, if necessary. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct cracking in the flight deck canopy area, which could result in reduced structural integrity of the flight deck frame and adjacent fuselage structure.
60-14-01: 60-14-01 CONVAIR: Amdt. 177 Part 507 Federal Register July 1, 1960. Applies to All Models 340/440 Aircraft. Compliance required as indicated. Fatigue failures have occurred in the threaded area (piston end) of the main landing gear actuating cylinder rod assembly, P/N 340-5150107. In at least two instances, complete failure of the rod end occurred allowing the main gear to free fall to the down position causing excessive load to be placed on the airframe. As a result, the following must be accomplished on rod assemblies with more than 5,000 hours' time in service. Within the next 425 hours' time in service, and every 425 hours thereafter, conduct a visual inspection using at least a 10-power magnifying glass or equivalent for cracks in the threaded portion of the main landing gear actuating cylinder rod assembly, P/N 340-5150107. If cracks are found, the cylinder rod assembly must be replaced or reworked in accordance with Convair Service Engineering Report 340-12, 440-11 or equivalent prior to further flight. Reworked salvaged parts or reworked sound parts are not subject to the special inspections.
2002-25-01: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires inspecting the tail rotor pitch change rod (change rod) bearing (bearing) and, after inspecting the control rod, replacing the bearing if it does not meet the specified tolerance. This AD requires inspecting the bearing for spalling, friction, and grinding and inspecting the control rod and bearing housing for wear marks and scoring. This amendment is prompted by the seizure of a bearing on an ECF Model SA330 helicopter. The actions specified by this AD are intended to prevent bearing wear, seizure of the bearing, loss of tail rotor effectiveness, and subsequent loss of control of the helicopter.
2019-12-18: The FAA is adopting a new airworthiness directive (AD) for Robinson Helicopter Company (Robinson) Model R44 II helicopters. This AD requires inspecting the engine air induction hose (hose) and replacing any hose that is not airworthy. This AD was prompted by multiple reports of separation between the outer and inner layers of the hoses. The FAA is issuing this AD to address the unsafe condition on these products.
99-05-14: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA. 315B, SA. 316B, SA. 316C, SA. 319B, and SE. 3160 helicopters, that requires inspecting the main rotor blade cuff attachment fitting in the area of the main rotor blade (blade) attachment bolts for cracks, and removing and replacing the blade if a crack is found. This amendment is prompted by a report of a crack in a blade cuff attachment fitting/spar assembly that was discovered during fatigue testing by the manufacturer. The actions specified by this AD are intended to prevent failure of a blade cuff attachment fitting at a bolt hole location, loss of a blade, and subsequent loss of control of the helicopter.
59-06-06: 59-06-06 VICKERS: Applies to All Viscount 810 Series Aircraft. Compliance required as indicated. In order to rectify a manufacturing error on bearing channel 81003-1063, Vickers- Armstrongs recommends the following corrective action: Inspect for signs of distortion or cracks on vertical bearing channel 81003-1061 on upper side of chassis pivot support block at wheel bay side of outer rib of inboard nacelles. The inspection must be made within 135 flying hours and every subsequent 135 flying hours until the outer rib reinforcement is incorporated. The outer rib reinforcement must be incorporated by July 1, 1959. The British Air Registration Board considers this mandatory. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrongs Modification Bulletin G.1656 covers this subject.)
69-06-06: 69-06-06 BEECHCRAFT: Amendment 39-740 as amended by Amendment 39-757 is further amended by Amendment 39-1222. Applies to Models 65-80, 65-A80, 65-A80-8800 and 65-B80 (Serial Numbers LD-1 through LD-398); 65-88 (Serial Numbers LP-1 through LP-47); 65-90, 65-A90 and B90 (Serial Numbers LJ-1 through LJ-428); and all 99 series airplanes (Serial Numbers U-1 through U-62) with 250 hours' or more time-in- service. Compliance required as indicated. To detect cracks in the rudder spar, within the next 50 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished, and thereafter at intervals of not to exceed 300 hours' time- in-service from the date of the last inspection, accomplish the following: (A) Inspect visually the rudder spar web, in the area under and adjacent to the upper and center hinge attach points. (B) If a crack is found during an inspection required by Paragraph (A), before further flight, accomplish thefollowing: (1) Modify the rudder spar web in accordance with the method contained in Beechcraft Instructions No. 0101-135, or any other method approved as an equivalent by the Chief, Engineering and Manufacturing Branch, FAA, Central Region; or (2) Replace the rudder spar with one that has been modified in accordance with Paragraph (B)(1) of this airworthiness directive. (C) When either the modification or replacement described in Paragraph (B) of this airworthiness directive has been accomplished, the inspections required by this airworthiness directive are no longer required. Amendment 39-740 became effective March 26, 1969. Amendment 39-757 became effective April 29, 1969. This Amendment 39-1222 becomes effective June 3, 1971.
79-20-11: 79-20-11 BOEING: Amendment 39-3583. Applies to Boeing Model 747 series airplanes certificated in all categories. Compliance required as indicated. To improve the lightning protection design of the fuel system, accomplish the following: Within 5000 hours time in service or fifteen calendar months from the effective date, whichever occurs first, modify the fuel systems as follows, unless already accomplished or an equivalent modification was incorporated during production: \n\n\tA.\tRework the outboard wing fuel system components in accordance with Boeing Service Bulletin 747-28-2068, Revision 3, dated September 28, 1979, or later FAA-approved revisions. \n\tB.\tInstall wiring shrouds and a relay circuit for the fuel quantity system in accordance with Boeing Service Bulletin 747-28-2069 dated June 1, 1979, Revision 1 dated October 5, 1979, or later FAA-approved revisions. \n\tC.\tReplace the nonmetallic fuel tank and dry bay access doors in accordance with Boeing Service Bulletin 747-57-2035 dated December 18, 1970, and 747-28-2084 Revision 1, dated June 8, 1979, or later FAA-approved revisions. \n\tEquivalent modifications may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\tThe 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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, Post Office Box 3707, Seattle, Washington 91824. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective October 15, 1979.
2006-01-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD requires operators to modify the hydraulic control block of the nose landing gear. This AD results from a report of an unexpected steering event (swerve) during the take-off roll of one affected airplane. We are issuing this AD to prevent loss of airplane steering while on the ground, which could result in the airplane going off the side of the runway.
99-05-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that requires replacement of the stringer clip(s) with a new stringer clip(s), and modification of the life raft support structure and/or life raft doors, as applicable. This amendment is prompted by a report that certain life raft stowage compartments and certain life raft doors are understrength. The actions specified by this AD are intended to prevent a life raft falling from its stowage compartment, and consequently injuring nearby occupants or delaying or impeding the evacuation of passengers during an emergency landing.
99-04-14: This amendment adopts a new airworthiness directive (AD), applicable to Schweizer Aircraft Corporation Model 269C-1 helicopters, that requires a visual inspection of the bond line between the main rotor blade (blade) abrasion strip (abrasion strip) and the blade for voids, separation, or lifting of the abrasion strip; a visual inspection of the adhesive bead around the perimeter of the abrasion strip for erosion, cracks, or blisters; a tap (ring) test of the abrasion strip for debonding or hidden corrosion voids; and removal of any blade with an unairworthy abrasion strip and replacement with an airworthy blade. This amendment is prompted by four reports that indicate that debonding and corrosion have occurred on certain blades where the abrasion strip attaches to the blade skin. The actions specified by this AD are intended to prevent loss of the abrasion strip from the blade and subsequent loss of control of the helicopter.
2005-26-17: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600, A310-200, and A310-300 series airplanes. This AD requires inspecting for certain serial numbers on elevators, and doing a detailed inspection, visual inspection with a low-angle light, and tap-test inspection of the upper and lower surfaces of the external skins on certain identified elevators for any damage (i.e., debonding of the graphite fiber reinforced plastic/Tedlar film protection, bulges, debonding of the honeycomb core to the carbon fiber reinforced plastic, abnormal surface reflections, and torn-out plies), and doing corrective actions if necessary. This AD results from reports of debonded skins on the elevators. We are issuing this AD to detect and correct debonding of the skins on the elevators, which could cause reduced structural integrity of an elevator and reduced controllability of the airplane.
80-22-07: 80-22-07 MCDONNELL DOUGLAS: Amendment 39-3958. Applies to Model DC-6, DC-6A, DC-6B airplanes certificated in all categories including military models R6D and C-118 eligible for civil certification, incorporating nose landing gear upper torque link assembly P/N 8488A-46. \n\n\tCompliance is required as indicated unless already accomplished. \n\n\tTo prevent failure of the nose landing gear upper torque link which could result in nose gear collapse accomplish the following: \n\n\t(a)\tWithin 100 hours' time in service from the effective date of this AD unless already accomplished in the last 200 hours' time in service and thereafter at intervals not to exceed 300 hours' time in service since the last such inspection; inspect the nose landing gear upper torque link P/N 8488A-46-1 for cracks at the shoulder recess corner radius, by dye penetrant methods after removing paint per standard shop practice. Do not use a wood (or other) wedge to preload the lugs. \n\n\t(b)\tIf cracks are found:(1)\tThe cracked part may be replaced with a like serviceable part of the same part number provided that the replacement part is dye penetrant inspected for cracks within 300 hours' time in service from installation and thereafter at intervals not to exceed 300 hours' additional time in service since the last such inspection, or \n\n\t\t(2)\tThe cracked part may be replaced with a like serviceable part of the same part number, reworked as shown on Figures 2 and 3 of Douglas Aircraft Company Service Bulletin No. 641 dated October 18, 1955, and the repetitive inspection requirements of paragraph (a) of this AD are applicable, or \n\n\t\t(3)\tThe cracked part may be replaced by like serviceable P/N 8488A-46A-1 of improved design in which case no additional inspections are required by this AD. \n\n\t(c)\tIf no cracks are found: \n\n\t\t(1)\tReturn P/N 8488A-46-1 part to service provided that it is inspected per paragraph (a) of this AD at intervals not to exceed 300 hours' time in service since the last such inspection. \n\n\t\t(2)\tReturn P/N 8488A-46-1 part reworked per Figure 5 or Figure 2 of Douglas Aircraft Service Bulletin No. 461 dated October 13, 1955 to service provided that it is inspected per paragraph (a) of this AD at intervals not to exceed 300 hours' time in service since the last such inspection. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(e)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis supersedes AD 54-23-02. \n\n\tThis amendment becomes effective November 3, 1980.
78-20-12: 78-20-12 FIRESTONE AIRCRAFT TIRES: Amendment 39-3312. Applies to all Firestone size 18x5.5 Mach I, 10 Ply rating part number 00490, serial numbers having the first four numbers 0677, to be replaced by Firestone tire part number 00518 or other approved tire installed on, but not limited to, Lear Jet Models 23, 24, 25; Beech Models 99 series, B100, 200; Swearingen SA 226-TC and Cessna Models 336/337 or T-337 series aircraft. a) Inspect for serial numbers having the first four numbers 0677 P/N 00490. b) Replace with Firestone tires having serial numbers outside of this subject group or with Firestone tire P/N 00518 or with any other tire approved for these aircraft. Obliterate TSO markings on tires identified in this AD to prevent future use on aircraft. This amendment is effective October 5, 1978, as to all persons except those persons to whom it was made immediately effective by the airmail letter dated September 6, 1978, which contained this amendment.
2002-01-03: This amendment adopts a new airworthiness directive (AD), that is applicable to GE Aircraft Engines (GE) CT7 series turboprop engines. This amendment requires removal of stage 2 turbine aft cooling plates of a certain part number (P/N) and installation of cooling plates of a new design. This amendment is prompted by a report of a stage 2 turbine aft cooling plate cracking, resulting in an uncontained engine failure. The actions specified by this AD are intended to prevent stage 2 turbine aft cooling plate cracking, which could result in uncontained engine failure, and damage to the airplane.
99-04-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes. This action requires a review of the airplane maintenance records to identify the bottom engine vibration isolator, an inspection of the aft engine vibration isolator to determine whether the deflection is within limits, and various follow-on actions. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent excessive engine vibration, which could lead to damage of the nacelle structure and result in reduced structural integrity and fire shielding capability of the nacelle structure, or which could lead to chafing of the fire sensor loop and a consequent nuisance fire warning and result in a precautionary engine shutdown.
2005-26-15: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 airplanes; and Model EMB- 145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes, that requires performing repetitive inspections for cracks, ruptures, or bends in certain components of the elevator control system; replacing discrepant components; and, for certain airplanes, installing a new spring cartridge and implementing new logic for the electromechanical gust lock system. The AD also requires eventual modification of the elevator gust lock system to replace the mechanical system with an electromechanical system, which will terminate the repetitive inspections. The actions specified by this AD are intended to prevent discrepancies in the elevator control system, which could result in reduced control of the elevator and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
64-15-02: 64-15-02 BOEING: Amdt. 758 Part 507 Federal Register July 7, 1964. Applies to All Models 720 and 720B Series Aircraft. \n\n\tCompliance required within 250 hours' time in service after the effective date of this AD for aircraft with 5,000 or more hours' time in service, and prior to the accumulation of 5,250 hours' time in service for aircraft with less than 5,000 hours' time in service, unless already accomplished, and thereafter at periods not to exceed 600 hours' time in service from the last inspection. \n\n\tCracks have occurred in the inboard wing upper skin just aft of the front spar and inboard of the inboard nacelle overwing support fitting at approximately front spar Station 405. The cracks found were generally in a chord-wise direction. To correct this condition, accomplish the following or an equivalent approved by Aircraft Engineering Division, FAA Western Region. \n\n\t(a) Inspect visually or by a dye penetrant method for cracks in the upper wing skin in accordance with paragraph 3, Part I, "Inspection and Repair Data" of Boeing Service Bulletin No. 1983(R-1) dated May 5, 1964. \n\n\t(b) Repair cracks detected in the affected skin area in accordance with Boeing Drawing 65-40293, Sheets 1 and 2 or the Boeing Structural Repair Manual, before further flight. Repair any other crack(s) found during the inspection of paragraph (a) in accordance with an Aircraft Engineering Division, FAA Western Region, approved repair. \n\n\t(c) The repetitive inspections specified herein may be discontinued when the rework specified in Part II of Boeing Service Bulletin No. 1983 (R-1) is accomplished or repairs are made in accordance with (b). \n\n\t(d) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\t(Boeing Service Bulletin No. 1983(R-1) covers this same subject.) \n\n\tThis directive effective July 7, 1964. \n\n\tRevised August 21, 1964. \n\n\tRevised June 17, 1965.
65-09-01: 65-09-01\tBOEING: Amdt. 39-61 Part 39 Federal Register April 29, 1965. Applies to Model 707 Series Aircraft, Serial Numbers 17592 through 17608, 17614 through 17627, 17673 through 17690, 17692 through 17695, 17918 through 17924, 17928 through 17930, 18083 through 18085, 18245, 18246, 18374, 18375 and 18460. \n\n\tCompliance required as indicated. \n\n\tThere have been failures of a rear engine mount nut attributed to embrittlement resulting from the nut being subject to temperatures which caused the cadmium to melt. To correct this condition, accomplish the following or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(a)\tOn all aircraft which have cadmium plated rear engine mount cone bolt nut and washer, visually inspect the engine mount cone bolt nut for cracks or evidence of melted cadmium within 300 hours' time in service after the effective date of this AD and thereafter at periods not to exceed 300 hours' time in service. \n\n\t(b)\tIf a crack, or evidence of melted cadmium is found, replace the cadmium plated nut and washer with a silver plated nut and washer, before further flight, in accordance with the provisions of paragraph 3 of Boeing Service Bulletin No. 1874 or later FAA-approved revision, or an equivalent nut and washer approved by the Aircraft Engineering Division, FAA Western Region. If the installation of the silver plated nut and washer is made in accordance with Service Bulletin No. 1874, visually check the installation for insufficient bolt thread exposure beyond the end of the nut as defined in paragraph I of Boeing Service Bulletin No. 1874A or later FAA- approved revision. If there is insufficient thread exposure, replace with new silver plated nut and washer in accordance with paragraph 2 of Service Bulletin No. 1874A or later FAA-approved revision. \n\n\t(c)\tWithin 1,000 hours' time in service after the effective date of this AD, replace cadmium plated nut and washer with silver plated nut and washerin accordance with the provisions of (b). \n\n\t(d)\tUnless already accomplished, on all aircraft that have complied with Service Bulletin No. 1874 prior to the effective date of this AD, visually inspect the silver plated rear mount cone bolt and nut for insufficient bolt thread exposure beyond the end of the nut as defined in paragraph 1 of Boeing Service Bulletin No. 1874A or later FAA-approved revision within 300 hours' time in service after the effective date of this AD. If there is insufficient bolt thread exposure beyond the end of the nut, replace with new nut and washer in accordance with paragraph 2 of Service Bulletin No. 1874A or later FAA-approved revision before further flight. \n\n\t(e)\tUpon request of the operator, an FAA maintenance inspector subject to prior approval of the chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operatorif the request contains substantiating data to justify the increase for such operator. \n\n\tThis directive effective May 29, 1965.
99-04-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce Limited (R-R) Dart series turboprop engines. This action requires initial and repetitive fuel burner fuel flow calibration checks, and overhaul or replacement of fuel burners. This amendment is prompted by reports of an uncontained engine failure and fire due to HPT disk rupture caused by fuel burner failure. The actions specified in this AD are intended to prevent HPT disk rupture, which can result in an uncontained engine failure, engine fire, 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 February 25, 1999. Comments for inclusion in the Rules Docket must be received on or before April 12, 1999.
83-09-03: 83-09-03 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4646. Applies to Bell Model 222 helicopters, S/N 47006 through 47089, certificated in all categories (Airworthiness Docket No. 83-ASW-2). Compliance is required as indicated. To prevent fatigue failure of the main rotor trunnion, P/N 222-010-154-101, and mast assembly, torquemeter, P/N 222-040-002-103, which could result in loss of a helicopter, accomplish the following: (a) For main rotor trunnions, P/N 222-010-154-101, with 2400 or more hours time in service on the effective date of this AD, retire the main rotor trunnion within the next 100 hours time in service. (b) For mast assemblies, torquemeter, P/N 222-040-002-103, with 3500 or more hours time in service on the effective date of this AD, retire the mast assembly, torquemeter within the next 100 hours time in service if it is utilized exclusively with trunnion, P/N 222-010- 154-101. (c) For main rotor trunnions, P/N 222-010-154-101, with lessthan 2400 hours time in service on the effective date of this AD, retire the main rotor trunnion at 2500 hours. (d) For mast assemblies, torquemeter, P/N 222-040-002-103, with less than 3500 hours time in service on the effective date of this AD, retire the mast assembly, torquemeter at 3600 hours if it is utilized exclusively with trunnion, P/N 222-010-154-101. (e) For mast assemblies, torquemeter, P/N 222-040-002-103, which are used with both trunnions, P/N 222-010-154-101 and P/N 222-010-154-111, determine the retirement life by dividing the time the main rotor mast has been in service with trunnion, P/N 222-010-154- 101, by 0.72 and adding the result to the time in service with trunnion, P/N 222-010-154-111. When this total time exceeds 5000 hours, retire the mast assembly, torquemeter. (f) Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. (g)In accordance with FAR 21.197, flight is permitted to a base where the requirements of this AD may be accomplished. (Bell Helicopter Alert Service Bulletin No. 222-82-17 pertains to this subject.) This amendment becomes effective May 23, 1983.
2005-26-18: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce Deutschland (formerly Rolls-Royce plc) (RRD) models Tay 650-15 and 651-54 turbofan engines. That AD currently requires borescope inspection of the high pressure compressor (HPC) stage 12 disc assembly to detect damage caused by HPC outlet guide vane (OGV) retaining bolt failure, and replacement of unserviceable parts with serviceable parts. That AD also requires as terminating action, the incorporation of a new design retention arrangement for the HPC OGV to prevent HPC OGV retaining bolt failure. This ad requires the same actions but extends the terminating action compliance time for Tay 650- 15 engines. This AD also includes references to later revisions of two of the applicable RRD service bulletins (SBs). This AD results from RRD relaxing the terminating action compliance time for Tay 650-15 engines due to reassessment by RRD. We are issuing this AD to prevent an uncontained failure of the HPCstage 11/12 disc spacer, which could result in damage to the airplane. DATES: This AD becomes effective February 3, 2006. The Director of the Federal Register previously approved the incorporation by reference of certain publications listed in the regulations as of February 15, 2002 (67 FR 4652, January 31, 2002).
2019-15-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-251N, A321-252N, A321-253N, A321-271N, A321-272N, A321-251NX, A321-252NX, A321-253NX, A321-271NX, and A321-272NX airplanes. This AD was prompted by analysis of the behavior of the elevator aileron computer (ELAC) L102 that revealed that excessive pitch attitude can occur in certain conditions and during specific maneuvers. This AD requires revising the airplane flight manual (AFM) to incorporate updated procedures and operational limitations, 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.