Results
84-19-05: 84-19-05 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-4925. Applies to Models 690 and 690A, (S/Ns 11001 through 11284 which have had engine isolator assemblies replaced after July 28, 1975); 690A (S/Ns 11285 through 11344); 690B (S/Ns 11350 through 11566); 690C (S/Ns 11600 through 11732); 690D (S/Ns 15001 through 15033 and 15037); 695 (S/Ns 95000 through 95084); 695A (S/Ns 96001 through 96061, 96063 through 96072, 96075, 96078, 96085, and 96088) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the engine mount systems accomplish the following: (a) Within 50 hours time-in-service after the effective date of this AD, inspect and modify, if required, the engine mount systems in accordance with Gulfstream Aerospace Corporation Service Bulletin SB201 issued May 11, 1984. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalentmethod of compliance with this AD may be used if approved by the Manager, Airplane Certification Branch, ASW-150, FAA, Southwest Region, Post Office Box 1689, Fort Worth, Texas 76101; telephone (817) 877-2070. This amendment becomes effective on October 8, 1984.
2005-13-34: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 and -300 series airplanes, that requires replacing existing ceiling and sidewall light connectors in the passenger cabin with new connectors, and follow-on actions. This action is necessary to prevent overheating of the light connectors, which could result in smoke and a possible fire in the passenger cabin. This action is intended to address the identified unsafe condition.
74-23-09: 74-23-09 BEECH: Amendment 39-2006. Applies to those Model 23 (Serial Numbers M- 1, M-2, M-4 through M-554), Model A23-19 (Serial Numbers MB-1 through MB-288), Model 19A (Serial Number MB-289 through MB-460), Model M19A (Serial Numbers MB-461 through MB-480), and Model B23 (Serial Numbers M-1095 through M-1284) airplanes which were originally approved in the Acrobatic Category and intentional spins in the Utility and Acrobatic Categories. Compliance: Required as indicated, unless already accomplished. To prevent inflight situations in which prompt spin recovery may not be assured, accomplish the following: A) Effective immediately intentional spins in the Utility and Acrobatic Categories are prohibited. B) Within the next 20 hours' time in service or ten (10) calendar days, whichever comes first, after the effective date of this AD, remove all placards pertaining to intentional spins and acrobatic flight and install in place thereof a placard to be conspicuouslylocated on the instrument panel which reads as follows: "THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR UTILITY CATEGORY AIRPLANE. INTENTIONAL SPINS ARE PROHIBITED. NO ACROBATIC MANEUVERS APPROVED EXCEPT: CHANDELLES, LAZY EIGHTS, STEEP TURNS, AND STALLS (EXCEPT WHIP STALLS)." C) To reinstate the acrobatic category for those airplanes originally approved in the Acrobatic Category and intentional spins in Utility and Acrobatic Categories, install Beech spin improvement Kit No. 23-4007-1 or 23-4007-5 or subsequent revisions in accordance with instructions contained therein. Kit 23-4007-1 is applicable to the Models A23-19, 19A, M19A and B23 airplanes. Kit 23-4007-5 is applicable to the Model 23 serial numbers M1, M2, M4 thru M-554 airplanes. Any equivalent method must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Upon installation of the appropriate kit, the requirements of Paragraphs A and B of this AD are no longer applicable.NOTE: Kits from the manufacturer may not be available for some models until after December 15, 1974. This amendment becomes effective November 14, 1974.
97-14-14: This amendment adopts a new airworthiness directive (AD) that applies to certain Industrie Aeronautiche E Meccaniche (I.A.M.) Model Piaggio P-180 airplanes that are equipped with a certain freon air conditioning system. This AD requires inspecting the baggage compartment for stringer or air cycle machine (ACM) by-pass duct damage, repairing any damage found, and modifying the freon air inlet duct and electrical wiring. This AD results from trim system malfunction on one of the affected airplanes, resulting from contact between the freon air inlet duct and the electrical wiring. The actions specified by this AD are intended to prevent trim system malfunction caused by contact between the freon air inlet duct and electrical wiring, which could result in loss of control of the airplane.
70-02-06: 70-02-06 BRITTEN-NORMAN, LTD: Amdt. 39-914. Applies to Britten-Norman Models BN.2 and BN.2A airplanes. Compliance is required within the next 50 hours' time in service, unless already accomplished. To reduce the possibility of failure of the elevator trim tab attachment structure due to cracking, accomplish the following: (a) Visually inspect the elevator trim tab hinge attachment structure for cracks in the angle of the elevator trailing edge member and elevator skin forward of the trim tab. (b) If cracks are found during the inspection required by paragraph (a) which do not exceed four inches in length, repair the cracks in accordance with Britten-Norman Service Bulletin No. BN-2/SB.1, Issue 5, dated 23 June 1969, or an FAA-approved equivalent, before reinforcing the elevator structure as required by paragraph (d). (c) If cracks are found during the inspection required by paragraph (a) which exceed four inches in length, replace the cracked member before reinforcingthe elevator structure as required by paragraph (d). (d) Reinforce the elevator structure by modifying the elevator trailing edge structure at the trim tab outboard hinge in accordance with Britten-Norman Modification Leaflet No. BN.2/NB/M/339, Issue 1, dated 23 July 1969, or an FAA-approved equivalent. This amendment becomes effective January 11, 1970.
2016-11-22: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by the need for more restrictive airworthiness limitations. This AD requires revising the maintenance or inspection program, as applicable, to incorporate certain maintenance requirement tasks, thresholds, and intervals. We are issuing this AD to reduce the potential for significant failure conditions and consequent loss of controllability of the airplane.
75-13-04: 75-13-04 PRATT & WHITNEY AIRCRAFT: Amendment 39-2244. Applies to all Pratt & Whitney Aircraft TF33-P-7 and TF33-P-7A turbofan engines containing thirteenth stage compressor disk, P/N 657913, fourteenth stage compressor disk, P/N 657914, fifteenth stage compressor disk, P/N 657915, and sixteenth stage compressor disk, P/N 657916. To ensure adequate life limit margin, remove from service thirteenth, fourteenth, fifteenth, and sixteenth stage compressor disks prior to exceeding the revised life limit listed below. Disk Part Number Previous Life Limit (Cycles) Revised Life Limit (Cycles) 657913 15,000 8,500 657914 15,000 8,500 657915 15,000 8,500 657916 15,000 8,500 This amendment becomes effective July 3, 1975.
2010-23-02: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter model helicopters. This action requires amending the Limitations section of the Rotorcraft Flight Manual (RFM) to limit the never-exceed velocity (VNE) to 150 Knots Indicated Air Speed (KIAS) and to add a 1,500 ft/minute rate of descent (R/D) limitation beyond 140 KIAS. This action also requires installing one or more placards on the cockpit instrument panel in full view of the pilot and co-pilot. This amendment is prompted by failures of the horizontal stabilizers on recently delivered Model AS 365 N3 helicopters. Tests indicate that the failures were due to a vibration phenomenon that may arise during the descent flight phases at high speed regardless of the stabilizer installed. The actions specified in this AD are intended to restrict the VNE, to prevent failure of the horizontal stabilizer, and subsequent loss of control of the helicopter.
2005-13-27: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, and -500 series airplanes. This AD requires repetitive inspections for cracking of the crown area of the fuselage skin, and corrective actions if necessary. This AD is prompted by a Model 737 fuselage structure test and fatigue analysis that indicate fuselage skin cracking could occur between 21,000 and 42,000 total flight cycles. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin, which could cause the fuselage skin to fracture and fail, and could result in rapid decompression of the airplane.
2016-11-10: We are superseding airworthiness directive (AD) 2000-20-11 for BLANIK LIMITED Models L-13 Blanik and L-13 AC Blanik gliders (type certificate previously held by LET Aeronautical Works). 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 insufficient material strength of the tail-fuselage attachment fitting. We are issuing this AD to require actions to address the unsafe condition on these products.
2016-11-06: We are superseding Airworthiness Directive (AD) 2005-18-18 for certain The Boeing Company Model 757 airplanes. AD 2005-18-18 required inspections of certain wire bundles in the left and right engine-to- wing aft fairings for discrepancies; installation of back-to-back p- clamps between the wire and hydraulic supply tube at the aft end of the right-hand strut only; and associated re-routing of the wire bundles, if necessary. This new AD also requires an installation of spiral cable wrap on fuel shutoff valve (FSV) wires at the aft end of the strut, for both left and right engines, and related investigative and corrective actions. This AD was prompted by a determination that the service information referenced in AD 2005-18-18 did not adequately address FSV wires at the aft end of the struts. We are issuing this AD to prevent chafing between the wire bundle and the structure of the aft fairing, which could result in electrical arcing and subsequent ignition of flammable vapors and a possible uncontrollable fire.
2005-13-32: The FAA is adopting a new airworthiness directive (AD) for all Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes. This AD requires a detailed inspection to determine the presence of incorrectly installed bushings in the attachment holes of the reinforcing strap of the left- and right-hand wings' lower skin, and corrective actions if necessary. This AD is prompted by a report that bushings were installed in accordance with improper procedures in the structural repair manual. We are issuing this AD to detect and correct improperly installed bushings, which could result in reduced tensile strength of the reinforcing strap of the wing's lower skin, and consequently a reduction of the structural capability of the wing and possible wing failure.
2000-15-11: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration. This amendment requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; inspection of the door wire bundle to detect discrepancies and repair or replacement of discrepant parts. This amendment also requires, among other actions, modification of the hydraulic and indication systems of the main deck cargo door, and modification of the existing means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This amendment is prompted by the FAA's determination that certain main deck cargo door systems and the existing means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked, do not provide an adequate level of safety. The actions specified by this AD are intended to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of flight control or severe structural damage.
75-23-02: 75-23-02 AER PEGASO and CARMAM: Amendment 39-2413. Applies to Aer Pegaso M100S gliders, all serial numbers, and Carmam M200 gliders, except serial number 45 and subsequent, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible structural failure of aileron spars accomplish the following: (a) Within the Next 10 hours' time in service after the effective date of this AD, and, thereafter, at intervals not to exceed 20 hours' time in service from the last inspection, visually inspect the aileron spar to the right of the central hinge for cracks. (b) If a crack is found during an inspection required by paragraph (a) of this AD, before further flight, reinforce the affected area with plates made of 1.5 mm thick birch plywood of aeronautical quality in accordance with Carmam Drawing, titled "Modification Aileron Central Part" dated April 12, 1968, or an FAA- approved equivalent. (c) Upon incorporationof the reinforcement specified in paragraph (b) of this AD, the inspections required by paragraph (a) of this AD may be discontinued. This amendment becomes effective November 14, 1975.
2000-22-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and EMB-145 series airplanes, that currently requires various inspections to detect discrepancies of the elevator servo tab and spring tab hinge fittings of the horizontal stabilizer, and follow-on corrective actions, if necessary. This amendment clarifies certain fiberscopic inspection and replacement procedures, and corrective actions; revises the applicability of the existing AD; and adds an inspection procedure for the servo tab center hinge fittings to detect the presence of washers for both attaching fasteners, and follow-on corrective actions, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. The actions specified in this AD are intended to prevent the linkage of the elevator servo tab or spring tab hinge fittings from separating from the horizontal stabilizer, which could result in loss of control of the airplane.
2005-13-29: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires inspecting for the installation of the tie plate for the wire bundles routed from lower section 41 into the center control stand in the flight deck; inspecting for any wire chafing or damage and repair if necessary; and installing a tie plate if necessary. This AD is prompted by a report of missing tie plates for the wire bundles. We are issuing this AD to prevent wire chafing, which could result in the loss of flight control, communication, navigation, and engine fire control systems. Loss of these systems could consequently result in a significant reduction of safety margins, an increase in flight crew workload, and in the case where loss of engine fire control is combined with an engine fire, could result in an uncontrollable fire.
66-19-01: 66-19-01 BRITISH AIRCRAFT: Amendment 39-265 Part 39 Federal Register July 26, 1966 as amended by Amendment 39-3121. Applies to Model BAC 1-11 Series Airplanes. Compliance required as indicated. To prevent fatigue damage to the rudder control system components, accomplish the following: (a) Within the next 3,000 hours' time in service after the effective date of this AD, unless already accomplished, rework rudder jacks to provide a shorter stroke in accordance with British Aircraft Corporation (BAC) One-Eleven Alert Service Bulletin 27-A-PM 1715 or later ARB-approved issue, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, Middle East Region. (b) Within the next 100 hours' time in service after the effective date of this AD or before the accumulation of 3,000 hours' time in service, whichever occurs later, and thereafter at intervals not to exceed 3,000 hours' time in service from the last replacement, replace ram rod eye end assemblies, P/N's P.183.45.65 and P.183.45.339, of the rudder power flying control unit on Series 200 airplanes only. (c) Within the next 100 hours' time in service after the effective date of this AD or before the accumulation of 10,000 hours' time in service, whichever occurs later, and thereafter at intervals not to exceed 10,000 hours' time in service from the last replacement, replace ram rod eye end assemblies, P/N P.183.45.363, of the rudder power flying control unit that have been operated with premodification PM1715 (Mark 1) rudder jacks installed. (d) Within the next 100 hours' time in service after the effective date of this AD or before the accumulation of 30,000 hours' time in service, whichever occurs later, and thereafter at intervals not to exceed 30,000 hours' time in service from the last replacement, replace ram rod eye end assemblies, P/N P.183.45.363, of the rudder power flying control unit that are installed with post-modification PM1715 (Mark 2) rudder jacks. (e) For a ram rod eye end assembly, P/N P.183.45.363, which has expended part of its life on pre-modification PM 1715 (Mark I) rudder jacks, determine the remaining life of the ram rod eye end on a post-modification PM 1715 (Mark II) rudder jack on a pro-rata basis by which the established life limit for the part as installed on the post modification PM 1715 rudder jack is reduced by the percentage of the life limit expended prior to incorporation of modification PM 1715. Amendment 39-265 became effective August 25, 1966. This amendment 39-3121 becomes effective January 23, 1978.
97-14-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011 series airplanes, that currently requires several modifications of the engine high speed gearboxes. This amendment requires that a new modification be installed in lieu of one of those previously required. This amendment is prompted by a report indicating that one of the currently required modifications is not completely effective because it can create interference problems between the fireloop and a fuel line. The actions specified by this AD are intended to reduce the possibility of a fire in the high speed gear boxes, and to ensure that any fire which may occur is readily detected by the flight crew.
99-25-09: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Mystere-Falcon 50 and 900 series airplanes, Falcon 900EX series airplanes, and Falcon 2000 series airplanes, that requires revising the Airplane Flight Manual to provide the flight crew with certain instructions associated with the onset of stall warning. This amendment also requires repetitive inspections to detect discrepancies of the hinge pin assemblies of the rear horizontal stabilizer, and corrective actions, if necessary. For certain airplanes, this amendment also requires replacement of the hinge pin assemblies with new, improved parts. 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 excessive movement and consequent deformation of the hinge pin assemblies of the rear horizontal stabilizer, which could result in flutter and possible failure of the rear horizontal stabilizer.
2016-10-11: We are superseding Airworthiness Directive (AD) 2015-03-06 for all Airbus Model A330-200, A330-200 Freighter, A330-300, A340-200, A340-300, A340-500, and A340-600 series airplanes. AD 2015-03-06 required repetitive inspections of the left-hand (LH) and right-hand (RH) wing main landing gear (MLG) rib 6 aft bearing lugs (forward and aft) to detect any cracks on the two lugs, and replacement if necessary. This new AD requires reduction of certain compliance times. This AD was prompted by reports of additional cracking of the MLG rib 6 aft bearing lugs. We are issuing this AD to detect and correct cracking of the MLG rib 6 aft bearing lugs, which could result in collapse of the MLG upon landing.
75-23-01: 75-23-01 SCHEIBE FLUGZEUGBAU GmbH: Amendment 39-2412. Applies to SF 27A gliders, serial numbers 6001 to 6105 inclusive, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent failure of the welded area of the elevator actuating lever of the elevator driveshaft, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, inspect the welded area of the elevator actuating lever of the elevator drive shaft for cracks in accordance with No. 1 of the Action paragraph of Scheibe Flugzeugbau Technical Note No. 257- 1/74, translation dated 26 June, 1975, or an FAA-approved equivalent. (b) If cracks are found, before further flight, repair the weld and modify the elevator drive shaft by applying a new reinforcing plate in accordance with No. 2 of the Action paragraph of Scheibe Flugzeugbau Technical Note No. 257-1/74, translation dated 26 June 1975, or an FAA-approved equivalent. (c) If no cracks are found, within the next 100 hours' time in service after the effective date of this AD, modify the elevator drive shaft by applying a new reinforcing plate in accordance with No. 2 of the Action paragraph of Scheibe Flugzeugbau Technical Note No. 257- 1/74 translation dated June 26, 1975, or an FAA-approved equivalent. This amendment becomes effective November 14, 1975.
97-14-01: This amendment supersedes Airworthiness Directive (AD) 75-24-07 R1, which currently requires repetitively inspecting the left-hand (LH) rudder bar assembly for cracks and loose fasteners on certain Pilatus Britten-Norman Ltd. BN-2A and BN-2A Mk 111 series airplanes, and replacing any cracked part. The superseding action requires inspecting the LH rudder bar assembly and determining the wall thickness of the slider tube unit. This action also would require modifying the rudder bar assembly by replacing the LH slider tube with a new strengthened slider tube unit as terminating action for the repetitive inspections currently required by AD 75-24-07 R1. The development of a modification to the rudder bar assembly, which terminates the repetitive inspections required by AD 75-24-07 R1, prompted this AD. The actions specified by this AD are intended to prevent failure of the pilot s rudder bar assembly, which could result in loss of control of the airplane during landing operations.
2005-13-25: The FAA is adopting a new airworthiness directive (AD) for Turbomeca S.A. Arriel 2B turboshaft engines with Modification TU62A incorporated. This AD results from several reports of the hydromechanical unit (HMU) acceleration controller axle sticking. This AD requires initial and repetitive inspections, cleaning, lubrication, and checks for proper operation of the HMU acceleration controller axle. We are issuing this AD to prevent loss of control of engine fuel flow in manual control mode or mixed control mode, leading to engine overspeed and in-flight engine shutdown, or uncommanded in-flight engine shutdown.
2016-10-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by a report of a pilot commanding an in-flight engine shut down in response to a low oil pressure warning indication. Further investigation revealed the mounting studs in the engine mounted alternating current (AC) generator mounting plate were pulled out of position and the threaded interface in the plate was corroded. This AD requires repetitive inspections for discrepancies on certain AC generator mounting adapters, and replacing discrepant adapters with serviceable ones. This AD also requires revising the maintenance program to incorporate a repetitive task specified in certain temporary revisions. We are issuing this AD to detect and correct corrosion in the AC generator mounting plate, which could result in a gap between the AC generator and the generator mounting plate, and cause loss of engine oiland consequent engine failure.
99-23-11: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146 and Avro 146-RJ series airplanes, that requires repetitive inspections to detect signs of chafing to the fuel feed pipe, and repair or replacement of the fuel feed pipe with a serviceable part, if necessary; and ensuring that responder units, electrical connector backshells, and associated wiring are undamaged and are positioned correctly to provide maximum clearance with the fuel pipe. 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 damage to the fuel feed pipe, which could result in fuel leaks and an increased potential for fire on the airplane.