Results
2012-12-16: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of cracking of certain fuel access panels of the outer wing. This AD requires an external inspection, and if necessary an internal inspection, to determine if certain fuel access panels are installed, and replacement if necessary; optional repetitive inspections for cracking of the fuel access panels, and replacement if necessary, would defer the internal inspection; and eventual replacement of affected fuel access panels with new panels. We are issuing this AD to prevent cracking of fuel access panels, which could result in arcing and ignition of fuel vapor in the outer wing fuel tank during a lightning strike.
58-21-01: 58-21-01 LOCKHEED: Applies to All Models 049, 149, 649, 649A, 749, 749A, 1049- 54, 1049C, 1049D, 1049E, 1049G, and 1049H and 1649 Aircraft. Compliance required as indicated. This is a supplement to AD 58-20-03, in that it applies to an additional area of the pressure bulkhead (Station 1037) and to a greater number of aircraft. A recent inspection of a Model 1049E airplane with 10,500 hours logged time revealed extensive corrosion along W.L. 239 (approximately) between a wood strip and pressure diaphragm at the lavatory seat level. Reported corroded area was approximately 27 inches long by 5 inches wide. Accordingly, on all aircraft that have or once had lavatories in this area, accomplish the following: 1. Unless already accomplished per Lockheed wire FS/229080-W, within the next 50 flight hours thoroughly examine the aft side of the bulkhead for corrosion in the area of W.L. 239 from a height of 2 inches above to 2 inches below the centerline of rivet or screw attachments across the full width of the bulkhead. Probe the area with a blunt tool to detect advance stages of corrosion. If any evidence of corrosion is found, conduct inspection under step 3. immediately. 2. Unless already accomplished per Lockheed wire FS/229080-W, within 400 hours, inspect in accordance with step 3, or alternatively as follows: Remove 5/8-inch maximum diameter slugs from the pressure diaphragm by means of a hole saw or equivalent method. Take samples at approximately 6- to 7-inch spacing from the back side of the bulkhead across its full width at approximately W.L. 239. Do not cut samples from diaphragm area covered by stiffeners. If samples show any evidence of corrosion, conduct inspection in accordance with step 3. immediately. Holes in diaphragm may be plugged in accordance with negligible damage repair shown in applicable structural repair manual. 3. If corrosion is found as a result of steps 1. or 2., the following inspections shall be conducted immediately. If both steps 1. and 2. reveal no corrosion, the following inspection shall be conducted at the next block overhaul or within 4,000 flight hours whichever occurs first and at each block overhaul or 4,000-hour period thereafter. Remove toilet seats and other portions of installation as required. Peel back trim and insulation to expose trim strip and at least 2 inches of bulkhead web above and below trim strip, completely across bulkhead within each lavatory compartment. Remove trim strip and all paint, sealant and cement from the exposed area of web. Make close visual inspection for corrosion. 4. Replace any material or parts which show evidence of corrosion damage. Strip to bare metal, apply inhibitor, sealant, and paint to all exposed web areas. In applying this protection, if the sealant and protective materials noted in Lockheed SB/597 are used, further special inspection at 4,000-hour intervals may be discontinued and normal routine inspections resumed. 5. If corrosion is found, flight operations shall be restricted, pending repairs as follows: (a) Unpressurized flight is permissible if corrosion damage is found on the diaphragm as a result of inspection per steps 1. or 2. (Lockheed wire FS/229080-W, dated October 13, 1958, covers the same subject as this supplement.) (Lockheed Structural Repair Manuals, as applicable, cover acceptable repair methods.)
77-08-06: 77-08-06 MOONEY: Amendment 39-2877 as amended by Amendment 39-2903 is further amended by Amendment 39-2962. Applies to Models M20E (Serial Numbers 101 through 466, 470 through 1217, 1219, 1221, 1223 through 1308, 670001 through 670062, 690001 through 690073, 700001 through 700039, 700041 through 700043, 700045 through 700052, 700055, 700056, 700060, 700061, 21-0001 through 21-1180); M20F (Serial Numbers 670001 through 670363, 670365 through 670385, 670387 through 670482, 670484 through 670539, 680001 through 680206, 690001 through 690090, 690092, 700001 through 700061, 700063, 700066 through 700070, 700072, 22-0001 through 22-1437); M20J (Serial Numbers 24- 0001 through 24-0237) airplanes. Compliance required prior to further flight after the effective date of this AD except that the airplane may be flown in accordance with FAR 21.197 to a base where the removal can be performed. To prevent loss of engine oil accomplish the following: (a) Before the next flight of the affected airplanes, remove the engine cowl and visually check the engine oil cooler to determine whether it is a Stewart-Warner Model 8432H (S/N 001 and Up) 8432F (S/N 1610 through 1717). (1) If the oil cooler is not of the model and serial numbers listed above, make an entry in the aircraft maintenance records indicating that this Airworthiness Directive (AD) has been accomplished and the airplane may be returned to service. NOTE: If your airplane was manufactured prior to March 1, 1975, and your oil cooler has not been replaced since that date, then your airplane does not have a suspect oil cooler. (2) If the oil cooler is of a model and serial number listed above, before further flight after the effective date of this AD, the oil cooler must be removed and replaced with a serviceable Stewart- Warner Model 8432F-1 oil cooler, except that the airplane may be flown in accordance with FAR 21.197 to a base where the removal and replacement can be performed. A pilot may perform the visual checks outlined in items (a)(1) above pursuant to the provisions of FAR 43.3(h). NOTE: For the requirements regarding the listing of compliance and method of compliance with paragraphs (a)(1) and (a)(2) of this AD in the aircraft permanent maintenance record, see FAR 91.1973. (b) Deleted. (c) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. NOTE: Mooney Service Bulletin M20-203, dated July 7, 1977, pertains to this same subject. Amendment 39-2877 became effective on April 21, 1977, and was effective upon receipt for all recipients of the airmail letter dated April 15, 1977. Amendment 39-2903 became effective May 19, 1977, and was effective upon receipt for all recipients of the airmail letter dated May 16, 1977. This amendment 39-2962 becomes effective July 25, 1977, and was effective upon receipt for all recipients of the airmail letter dated July 8, 1977.
98-04-47: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (Socata) Models TB9, TB10, and TB200 airplanes. This AD requires inspecting the main landing gear (MLG) support ribs for cracks, replacing MLG support ribs that have cracks beyond a certain level, and incorporating a certain MLG support rib reinforcement kit. 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 MLG failure caused by cracks in the support ribs, which could result in loss of control of the airplane during landing operations.
2012-12-18: We are superseding an existing airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. That AD currently requires revising the Abnormal Procedures and Limitations sections of the Dassault F7X Airplane Flight Manual. This new AD requires a test of the power distribution control units (PDCU) cards and generator control units (GCU) cards to detect faulty components, and if any faulty components are found, replacing any affected PDCU or GCU card. This AD was prompted by a determination that additional actions are necessary to address the identified unsafe condition. We are issuing this AD to detect and correct a leakage failure mode of transient voltage suppression (TVS) diodes used on PDCU cards or GCU cards in the primary power distribution boxes (PPDB), which, in combination with other system failures, could lead to loss of controllability of the airplane.
2022-05-11: The FAA is adopting a new airworthiness directive (AD) for Viking Air Limited (type certificate previously held by Bombardier Inc.) Model DHC-3 airplanes with a certain wing strut assembly installed. 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 identifies the unsafe condition as fatigue damage of the wing struts. This AD requires a bolt hole eddy current inspection of the lug plate holes, a visual and fluorescent dye penetrant inspection of the lug fittings, and a visual and eddy current surface scan inspection of the wing strut assemblies. This unsafe condition could lead to failure of the wing strut, which could result in an in- flight breakup of the wing. The FAA is issuing this AD to address the unsafe condition on these products.
86-23-03: 86-23-03 PRATT & WHITNEY: Amendment 39-5455. Applies to Pratt & Whitney (PW) JT9D-7R4D, D1, E, and E1 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent failure of the second stage high pressure turbine rotor (HPTR) airseal that can cause an uncontained engine failure, accomplish the following: (a) Remove from service, HPTR airseal Part Number (P/N) 5001413-01 or 798916 and replace with HPTR airseal P/N 803673 or 803674, respectively, or rework HPTR airseal P/N 5001413-01 or 798916 in accordance with PW Alert Service Bulletin (ASB) JT9D-7R4-72-318, dated October 25, 1986, or FAA approved equivalent, per the following schedule: (1) JT9D-7R4D1 and JT9D-7R4E1 series engines: (i) Within 400 cycles in service (CIS) after the effective date of this AD, for HPTR airseals with greater than 800 CIS since new on the effective date of this AD. (ii) Within 400 CIS after the effective date of this AD, or 800 CIS since new, whichever occurs later, for HPTR airseals with 800 CIS since new or less on the effective date of this AD. (2) JT9D-7R4D and JT9D-7R4E series engines: (i) Within 900 CIS after the effective date of this AD, for HPTR airseals with greater than 1,600 CIS since new on the effective date of this AD. (ii) Within 900 CIS after the effective date of this AD, or 1,600 CIS since new, whichever occurs later, for HPTR airseals with 1,600 CIS since new or less on the effective date of this AD. (b) Remove first stage high pressure turbine cooling (HPTC) airduct assembly, P/N 796123, 796975, or 796746, and replace with HPTC airduct assembly, P/N 804146, 804145, or 804148, respectively, or rework HPTC airduct assembly, P/N 796123, 796975, or 796746, in accordance with PW ASB JT9D-7R4-72-318, dated October 25, 1986, or FAA approved equivalent, concurrent with accomplishing paragraph (a) above. (c) Modify the first stage turbine rotor assembly, P/N 792041, 792931,795121, or 801821, by removing two units each of bolt, P/N 746130; washer, P/N 151178; and nut, P/N 341859; and redistributing the remaining units in accordance with PW ASB JT9D-7R4-72-318, dated October 25, 1986, or FAA approved equivalent, concurrent with accomplishing paragraph (a) above. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, may adjust the compliance times specified in this AD. Pratt & Whitney ASB JT9D-7R4-72-318, dated October 25, 1986, identifiedand described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Pratt & Whitney, Commercial Products Division, 400 Main Street, East Hartford, Connecticut 06108. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 86-ANE-42, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on December 8, 1986.
98-04-15: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc., (formerly Garrett Engine Division, Garrett Turbine Engine Company and AiResearch Manufacturing Company of Arizona) TPE331 series turboprop and TSE331 turboshaft engines, that requires replacement or radiographic inspection, and replacement, if necessary, of certain third stage turbine stators with serviceable parts. This amendment is prompted by a report of an outer band weld that cracked subsequent to a radiographic inspection required by a previous AD. The actions specified by this AD are intended to prevent third stage turbine wheel separation due to thermal fatigue cracking and shifting of the third stage turbine stator, which could contact the third stage turbine wheel and result in an uncontained engine failure and damage to the aircraft.
87-02-08: 87-02-08 BEECH: Amendment 39-5568. Applies to the following serial-numbered airplanes certificated in any category: MODEL SERIAL NUMBERS A23-19, 19A, M19A and B19 MB-1 thru MB-520 B19 Sport 150 MB-521 thru MB-905 23, A23, A23A, B23, C23 M-1 thru M-1361 C23 Sundowner 180 M-1362 thru M-2156, M-2158 thru M- 2392 A23-24, A24 MA-1 thru MA-368 A24R MC-2 thru MC-95 A24R, B24R, C24R Sierra 200 MC-96 thru MC-795 Compliance: Required prior to further flight on all airplanes and each 100 hours time-in- service (TIS) thereafter for normal and utility category airplanes, and each 25 hours TIS thereafter for acrobatic category airplanes, unless already accomplished. To preclude failure of the fasteners securing the stabilator hinge assemblies and subsequent loss of pitch control, accomplish the following: (a) Visually inspect the fasteners securing the stabilator hinge assemblies to the fuselage for looseness or failure in accordance with the "ACCOMPLISHMENT INSTRUCTIONS" in Beech Service Bulletin No. 2182, issued February 1987. (b) If any fasteners are found loose or failed when conducting the inspections required in paragraph (a) above, prior to further flight, replace all fasteners securing both the right and left hinge assemblies to the fuselage in accordance with the above-referenced service bulletin. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD may be used when approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration (FAA), Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Beech Aircraft Corporation, Commercial Service Department, P.O. Box 85, Wichita, Kansas 67201; or may examine the document(s) referred to herein at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 4, 1987, to all persons except those to whom it has already been made effective by priority letter from the FAA dated January 27, 1987, and is identified as AD 87-02-08.
2022-05-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report that in the event of a specific discrete wire failure, the landing gear extension and retraction system (LGERS) may not be able to complete landing gear retraction when commanded by moving the landing gear lever to the UP position. This AD requires revising the operator's existing FAA-approved minimum equipment list (MEL) for the LGERS, 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.
2022-03-21: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by significant changes, including new or more restrictive requirements, made to the airworthiness limitations (AWLs) related to fuel tank ignition prevention and the nitrogen generation system. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
98-02-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-02-51 that was sent previously to all known U.S. owners and operators of Boeing Model 737-300, -400, and -500 series airplanes by individual telegrams. This AD requires a one-time general visual inspection to detect any missing fasteners on the top and bottom of the leading edge skin where it attaches to the front spar of the horizontal stabilizer. This AD also requires a one-time detailed visual inspection to detect any loose or missing fasteners of the attachment of the elevator hinge plates to the horizontal stabilizer rear spar fittings. If a loose or missing fastener is detected, this AD requires installation of a new or serviceable fastener. This action is prompted by reports of loose or missing fasteners of the leading edge structure and elevator attachment fitting of the right-hand horizontal stabilizer. The actions specified by this AD are intended to preventreduced structural integrity of the horizontal stabilizer due to loose or missing fasteners.
47-47-07: 47-47-07 BEECH: (Was Mandatory Note 1 of AD-777-1.) Applies to Model 35 Serial Numbers D1 to D491, Inclusive. Compliance required prior to next annual inspection. Replace the engine identification plate containing either E-165-4 or E-165-4A model designation with an identification plate, furnished by the engine manufacturer, having E-185-1 stamped in the engine designation block. The engine model designation, E-165-4 or E-165-4A, stamped on the airplane's identification plate should be permanently deleted through the use of a sharp-pointed instrument. (Beech Service Bulletin No. 35-3 covers this same subject.)
2022-05-08: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CF34-10E model turbofan engines. This AD was prompted by a manufacturer investigation that revealed Teflon material in the A-sump oil strainer (strainer assembly) screen after several reports of in-flight shutdowns (IFSDs) and unscheduled engine removals (UERs). This AD requires initial and repetitive visual inspections of the strainer assembly screen. As a terminating action to the initial and repetitive visual inspections, this AD requires the replacement of the stationary oil seal at the No. 1 forward bearing. The FAA is issuing this AD to address the unsafe condition on these products.
51-27-01: 51-27-01 BELL: Applies to All Model 47 Helicopters Incorporating Engine Mount Assembly P/N 47-612-111-1 or -5. Compliance required as indicated. 1. Compliance required daily after first 300-hour inspection. (a) Remove paint from welds in tube cluster at mount housing at both sides of mount assembly. Use solvent to remove paint. (b) With the engine mount under load, either by operating the engine with maximum collective pitch without becoming airborne, or by placing equivalent pilot and passenger weights in the seat and hoisting helicopter until wheels are clear of ground (or any equivalent loading means), inspect the outboard surface of welds with at least a 10-power magnifying glass and the inboard surfaces of welds with an inspection mirror (use magnifying if available). Give particular attention to forward tube in left cluster (from top of mount to housing) and aft tube in right cluster. Oil appearing on surface of weld or tube after cleaning is evidenceof a crack and must be examined carefully. Replace mount if crack is found. (c) Clean welds in upper forward tube (under collective pitch disc bracket) with a cloth. Carefully inspect welds under disc bracket for cracks using a flashlight and mirror. Give particular attention to weld which joins diagonal tube (right side) to forward tube. Replace mount immediately if a crack is found in these areas. Apply grease or other corrosion preventive on areas where paint has been removed. 2. Compliance required at each 600 hours of engine mount service. Replace engine mount assembly after 600 hours of operation have been accumulated. (Bell Service Bulletin No. 74, revised February 2, 1953, covers this same subject.) This supersedes AD 51-23-02.
98-04-42: This amendment adopts a new airworthiness directive (AD), applicable to all Grumman Model TS-2A series airplanes, that requires revising the Airplane Flight Manual (AFM) to modify the limitation that prohibits positioning the power levers below the flight idle stop during flight, and to add a statement of the consequences of such positioning of the power levers. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the ground propeller beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power, caused by the power levers being positioned below the flight idle stop when the airplane is in flight.
79-23-03 R1: 79-23-03 R1 MCDONNELL DOUGLAS HELICOPTER COMPANY (HUGHES HELICOPTERS, INC.): Amendment 39-3608 as amended by Amendment 39-5282. Applies to Models 269A, 269A-1, 269B, and 269C, including military TH-55A, certificated in any category, equipped with tail rotor blades designated below: GROUP I GROUP II P/N 269A6124 P/N 269A6035-21, S/N's 0877 and prior 269A6124-9 P/N 269A6035-23, S/N'S 2710 and Prior 269A6035 269A6035-9 269A6035-17 269A6035-19 269A6035-M 269ASK15 269-6100 Compliance required as indicated. To detect possible corrosion, cracks, pitting, and other defects, inspect by visual or other specified means the affected tail rotor blades and replace or rework in accordance with the instructions specified in the applicable Hughes Service Information Notice (SIN) specified below: SIN No. N-130, dated August 28, 1975, applies to Group I tail rotor blades. SIN No. N-162, dated October 12, 1979, applies to Group II tail rotor blades. (a) Inspect tail rotor blades with 500 or more hours time in service on the effective date of this AD within the next 100 hours additional time in service, or within six (6) calendar months from the effective date of this AD, whichever occurs earlier. (1) For Group I blades, perform the visual and X-ray inspections, corrosion removal, casting procedure, metal treatment procedure, corrosion protection procedure, and fiberglass inspection - repair/spar exterior inspection procedure set forth in Parts I through VIII of the applicable Hughes SIN referenced above. (2) For Group II blades, perform the visual inspection and/or corrosion protection procedure for the tail rotor blade spar interior set forth in Parts I and III of the applicable Hughes SIN referenced above. (b) Inspect tail rotor blades with less than 500 hours time in service on the effective date of this AD prior to accumulating a total time in service of 600 hours, or within six (6) calendar months from the effective date of this AD, whichever occurs earlier. (1) For Group I blades, perform (a)(1) of this AD. (2) For Group II blades, perform (a)(2) of this AD. (c) For blades, P/N 269A6035-17 and 269A6035-19, with serial numbers listed at Part XI - Table 1, of the Hughes SIN referenced above, perform the Rockwell hardness test in accordance with Part XI of the Hughes SIN within the next 100 hours time in service after the effective date of this AD, unless already accomplished. (d) Perform the inspections and procedures described in paragraphs (a)(1) and (a)(2) on Group I and Group II tail rotor blades, respectively, prior to the installation of spare blades or rotors on the aircraft. (e) Perform the Rockwell hardness test specified in Part XI of Hughes SIN No. N-130, dated August 28, 1975, on spare blades or rotors with blades P/N 269A6035-17 and 269A6035-19, with serial numbers listed at Part XI - Table 1, of the referenced SIN, prior to the installation of these blades or rotors on the aircraft. (f) Inspect tail rotor blades at intervals not to exceed twelve (12) months from the last inspection required by this AD, or twelve months from the effective date of this AD for blades identified in paragraphs (g)(1) and (g)(2) as specified: (1) For Group I blades, conduct visual and X-ray inspections specified in Part X of SIN No. N-130 referenced above. (2) For Group II blades, visually inspect per Part I of SIN No. N-162 referenced above. (g) The repetitive inspections of paragraph (f) are applicable to the following blades, however, paragraphs (a), (b), and (d) of this AD need not be accomplished on: (1) Group I blades marked with a green dot as identified in the preface of Hughes SIN No. N-130 referenced above. (2) Group II blades marked with a 1/4 inch diameter white paint dot above the data plate on the rotor blade spar. (h) Repair or rework eligible blades, as specified in the applicable Hughes SIN referenced above, prior to further flight. Blades that exceed limits specified in the Hughes SIN and are, therefore, not repairable must be marked in a conspicuous manner or destroyed, so as to prevent inadvertent return to service. (i) 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 inspections required by this AD. (j) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Office, ANM-170W, FAA, Northwest Mountain Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007. Amendment 39-3608 superseded Amendment 39-2368 (42 FR 740), AD 75-20-01. Amendment 39-3608 became effective November 19, 1979. This Amendment 39-5282 becomes effective May 19, 1986.
2022-04-08: The FAA is superseding Airworthiness Directive (AD) 2020-16- 01, which applied to all Airbus SAS Model A318, A319, A320, and A321 series airplanes. AD 2020-16-01 required repetitive cleaning and greasing of affected cargo door seals (both original equipment manufacturer (OEM) and parts manufacturer approval (PMA) parts). This AD was prompted by reports of low halon concentration in the forward and aft cargo compartments due to air leakage through cargo compartment door seals, and the FAA's determination that improved cargo door seals must be installed and that certain flight operations must be limited until the improved cargo door seals are installed. This AD retains certain actions required by AD 2020-16-01 and requires replacing certain forward and aft cargo compartment door seals with new seals and installing a placard on the cargo compartment doors; and for certain airplanes, revising the existing airplane flight manual (AFM) to implement an operational limitation for certain routes. The FAA is issuing this AD to address the unsafe condition on these products.
2012-12-20: We are adopting a new airworthiness directive (AD) for Turbomeca S.A. Arriel 2C1, 2C2, and 2S2 turboshaft engines. This AD requires replacement of affected digital engine control units (DECUs). This AD was prompted by a report of a helicopter experiencing a DECU malfunction during flight. We are issuing this AD to prevent loss of automatic control on one or both engines installed on the same helicopter, which could result in an uncommanded in-flight engine shutdown, forced autorotation landing, or accident.
98-04-35: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-3 and DC-4 series airplanes, that requires revising the 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. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
92-25-11: 92-25-11 BRITISH AEROSPACE: Amendment 39-8425. Docket No. 92-NM-153-AD. Applicability: All Model DH/BH/HS/BAe 125 series airplanes, excluding Model BAe 125-1000A, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent rupture of the hydraulic accumulator, failure of one or more hydraulic systems, fire in the tailcone area, and possible structural damage to the aft fuselage, accomplish the following: (a) Within 6 months after the effective date of this AD, accomplish paragraphs (a)(1) and (a)(2) of this AD, in accordance with British Aerospace Service Bulletin SB.29-89-3269A, dated May 22, 1992. (1) Install a placard on the hydraulic box front cover, stating that accumulators must be charged with nitrogen. (2) Review the airplane maintenance records to confirm that the hydraulic accumulators are charged with nitrogen. If these records do not indicate that the accumulators are charged with nitrogen, prior to further flight, discharge the accumulators and recharge them with nitrogen. (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 installation of the placard and the review, discharge and recharge of the accumulator shall be done in accordance with British Aerospace Service Bulletin SB.29-89-3269A, dated May 22, 1992. (NOTE: The issue date of that service bulletin is indicated only on "Page 1 of 7"; no other page of the document is dated.) 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. 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 January 12, 1993.
2022-05-05: The FAA is adopting a new airworthiness directive (AD) for all Schempp-Hirth Flugzeugbau GmbH Model Ventus-2a and Ventus-2b gliders. This AD was prompted by 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 severe corrosion on the inboard flaperon actuation push rods and ball bearing connecting the flaperon push rod to the bell crank inside the wing. This AD requires inspecting the affected parts of the flaperon control in the wings and taking corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
91-23-06: 91-23-06 FOKKER: Amendment 39-8075. Docket No. 91-NM-58-AD. Applicability: Model F-28 series airplanes, as listed in Fokker Service Bulletin F28/55-28, dated December 21, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent uncommanded movement of the horizontal stabilizer and subsequent reduced controllability of the airplane, accomplish the following: A. Within 90 days after the effective date of this AD, perform a high-frequency eddy current inspection to detect cracks in the horizontal stabilizer attach fittings, in accordance with Parts 1 and 2 of Fokker Service Bulletin F28/55-28, dated December 21, 1990. If cracks are found, prior to further flight, repair or replace affected attach fitting with a serviceable part, in accordance with Part 3 of the service bulletin. B. 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. 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. D. The inspection, repair, and replacement requirements shall be done in accordance with Fokker Service Bulletin F28/55-28, dated December 21, 1990. 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, S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8075, AD 91-23-06) becomes effective on December 17, 1991.
2012-11-15: We are adopting a new airworthiness directive (AD) for all BAE SYSTEMS (Operations) Limited Model 4101 airplanes. This AD was prompted by reports of cracking found in the wing rear spar. This AD requires a one-time detailed inspection for cracks, corrosion, and other defects of the rear face of the wing rear spar, and repair if necessary. We are issuing this AD to detect and correct cracking in the rear spar, which could propagate to a critical length, possibly affecting the structural integrity of the area and resulting in a fuel tank rupture, with consequent damage to the airplane and possible injury to its occupants.
98-04-33: This amendment adopts a new airworthiness directive (AD), applicable to all Gulfstream American (Frakes Aviation) Model G-73 (Mallard) and G-73T series airplanes, that requires revising the 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. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.