Results
2010-13-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA) to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The turbine wheel, part number (P/N) 095-01-015-03, of the SAPHIR 20 Model 095 APU is a life-limited part. Microturbo had determined through "fleet leader" testing and inspection that the published life limit of this turbine wheel should be reduced to 9,000 cycles. Use of the turbine wheel beyond 9,000 cycles could lead to the release of high energy debris that could jeopardize aircraft safety. For the reasons described above, EASA AD 2008-0084 required the implementation of the new life limit on the affected parts and the replacement parts that had exceeded the new life limit. Microturbo has now determined that the life limit of the turbine wheel should be further reduced to 4,225 cycles. Use of the turbine wheel beyond 4,225 cycles could lead to the release of high energy debris that could jeopardize aircraft safety. We are issuing this AD to prevent an uncontained burst of the APU turbine that could liberate high-energy fragments resulting in injury and damage to the aircraft.
98-20-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires repetitive inspections to detect chafing of the hydraulic pipe on the emergency uplock release system of the main landing gear (MLG); testing of the hydraulic pipe for leaks, if necessary; and repair of the hydraulic pipe, if necessary. This amendment also requires modification of the attachment bolt and attachment hole on the structural panel, which terminates the repetitive inspection requirements of this AD. 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 between the hydraulic pipe on the emergency uplock release system of the MLG and an attachment bolt on a structural panel, which could result in rupture of the hydraulic pipe, loss of hydraulic pressure, and consequent inability to activatethe emergency MLG extension.
2022-10-05: The FAA is superseding Airworthiness Directive (AD) 2020-05- 12, which applied to all Gulfstream Aerospace Corporation Model GVII- G500 and GVII-G600 airplanes. AD 2020-05-12 required revising the existing airplane flight manual (AFM) to incorporate revised limitations and procedures. This AD was prompted by reports of two landing incidents in which the alpha limiter engaged in the landing flare in unstable air, resulting in high rate of descent landings and damage to the airplanes. This AD retains certain requirements, and also adds and replaces certain AFM sections with more restrictive limitations and procedures. The FAA is issuing this AD to address the unsafe condition on these products.
2013-04-09: We are adopting a new airworthiness directive (AD) for Costruzioni Aeronautiche Tecnam srl Model P2006T 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 multiple cracks found on the outboard aileron hinge support of a P2006T airplane during an inspection. We are issuing this AD to require actions to address the unsafe condition on these products.
98-20-03: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires repetitive inspections of the center joint of the main landing gear (MLG) torque link and the MLG assembly for excessive free-play; and correction, if necessary. This AD also requires installation of new MLG torque link dampers, which constitutes terminating action for the repetitive inspections; and revision of the FAA-approved maintenance program to incorporate inspections and overhaul of the new torque link dampers. 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 the failure of MLG torque links, which could result in reduced controllability of the airplane on the ground during takeoff or landing.
77-13-13: 77-13-13 BRITISH AIRCRAFT CORPORATION: Amendment 39-2938. Applies to BAC 1-11 200 and 400 series airplanes certificated in all categories. Compliance is required as indicated. To prevent possible failure of the whiffletree lever and subsequent loss of rudder feel capability, accomplish the following: (a) Within 80 landings after the effective date of this AD, unless already accomplished, visually inspect the whiffletree lever, P/N CH504-009, in the rudder feel simulator unit, in accordance with the paragraphs designated 1. and 2. of paragraph 2.1.1 of British Aircraft Corporation Alert Service Bulletin 27-A-PM5407, Issue 1, dated April 9, 1976, (hereinafter referred to as BAC ASB) or an FAA-approved equivalent. (b) If a defect appearing as a well-defined transverse groove, notch, or undercut in the radius of the lever is found during the inspection required by paragraph (a) of this AD, within the next 25 landings test and inspect the whiffletree lever for cracks in accordance with the paragraph designated as 3.(A) of paragraph 2.1.1. of the BAC ASB, or an FAA-approved equivalent, and - (i) If a crack is found, before further flight, replace the defective lever with a new lever of the same part number, or an FAA-approved equivalent; or (ii) If no crack is found, within the next 250 landings replace the whiffletree lever with a new lever of the same part number, or an FAA-approved equivalent. If a replacement lever of the same part number is used it must be tested and inspected prior to installation in accordance with paragraph (a) of this AD and this paragraph and must be found free of the defects specified in this AD and cracks. (c) For whiffletree levers used as replacements that were obtained from Lucas Aerospace, England as part of the Lucas repair kit for the whiffletree lever, and were installed in accordance with the kit installation instructions, Lucas Repair Scheme LRS 8114, at or before the next overhaul after installation modify the lever by replacing the bolts used in Lucas Repair Scheme LRS 8114 with rivets in accordance with the Lucas Overhaul Manual, as referred to in paragraphs 2.1.3 and 2.2 of the BAC ASB, or an FAA-approved equivalent. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment becomes effective July 7, 1977.
2013-04-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks in the skin and surrounding structure under the number 3 very high frequency (VHF) antenna on the lower external surface of the airplane at buttock line 0.0, aft of the main landing gear wheel well. This AD requires inspecting for cracking and corrosion under the number 3 VHF antenna, and corrective actions if necessary; and, for certain airplanes, replacing bonded skin panels with solid skin panels if not previously accomplished. This AD also provides an optional preventive modification (which would terminate the inspection requirements for certain airplanes). We are issuing this AD to detect and correct cracks and corrosion of the skin and surrounding structure under the number 3 VHF antenna, which could result in separation of the antenna from the airplane, and rapid depressurization of the airplane.
2010-10-12: This amendment supersedes an existing airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) helicopters, that currently requires certain checks and inspections of the tail rotor blades. If a crack is found, the existing AD requires replacing the tail rotor blade (blade) with an airworthy blade before further flight. This amendment requires the same checks and inspections of the blades until they are required to be replaced and removes certain serial numbered and specifically coded blades from the applicability of the AD. This amendment is prompted by the approved rework of certain blades and two newly redesigned blades, which, if installed, constitute terminating action for the inspection requirements. The actions specified by this AD are intended to detect a crack in a blade, and to prevent loss of a blade and subsequent loss of control of the helicopter.
98-05-14 R1: This amendment clarifies information contained in Airworthiness Directive (AD) 98-05-14, which currently requires revising the FAA-approved Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions on certain Cessna Aircraft Company (Cessna) Models T210N, P210N, and P210R airplanes. That publication incorrectly references the possibility of certain ice accumulation on the "lower" surface of the wing, instead of the "upper" surface of the wing while operating with the flaps extended. This incorrect statement may result in pilot misinterpretation of the icing effects with the flaps extended, and lead to an incorrect action. This document replaces the word "lower" with "upper" in this sentence. The actions specified in this AD are intended to continue to minimize the potential hazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2013-04-01: We are superseding an existing airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-524 series turbofan engines. That AD currently requires removal and repair of certain thrust reverser units (TRUs) prior to reinstallation. This AD requires the same actions for an expanded population of TRUs and extends the compliance time for repairing certain TRUs. This AD was prompted by additional engineering evaluation of TRUs, as a result of a translating cowl gearbox stubshaft failure and subsequent repair. We are issuing this AD to prevent failure of the attachment rivets, which may result in release of the TRU from the engine.