Results
2012-10-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports of corrosion damage on the outer diameter chrome surface of the horizontal stabilizer pivot pins. Micro-cracks in the chrome plating of the pivot pin, some of which extended into the base metal, were also reported. This condition, if not corrected, could result in a fractured horizontal stabilizer pivot pin. This AD requires replacing the existing horizontal stabilizer pivot pins with new or reworked pivot pins having improved corrosion resistance, doing repetitive inspections after installing the pivot pins, and doing corrective actions if necessary. We are issuing this AD to prevent a fractured horizontal stabilizer pivot pin, which may cause excessive horizontal stabilizer freeplay and structural damage significant enough to result in loss of control of the airplane.
98-04-20: This amendment adopts a new airworthiness directive (AD) that applies to Partenavia Costruzioni Aeronauticas, S.p.A. Model P68, AP68TP 300, AP68TP 600 airplanes. This action 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. This AD is prompted by the results of a review of the requirements for certification of these airplanes in icing conditions, new information on the icing environment, and icing data provided currently to the flight crew. The actions specified by this AD are intended 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.
2012-09-09: We are superseding an existing airworthiness directive (AD) for all International Aero Engines AG (IAE) V2500-A1, V2525-D5 and V2528-D5 turbofan engines, and certain serial numbers (S/Ns) of IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 turbofan engines. That AD currently requires initial and repetitive ultrasonic inspections (USIs) of certain high-pressure compressor (HPC) stage 3 to 8 drums, and replacement of drum attachment nuts. This new AD expands the affected population for initial and repetitive inspections of the HPC stage 3 to 8 drum, introduces an eddy current inspection (ECI) procedure, and requires additional cleaning and repetitive USI of some HPC stage 3 to 8 drums. We are issuing this AD to prevent uncontained failure of the HPC stage 3 to 8 drum, which could result in damage to the airplane.
2010-10-02: This amendment adopts a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, B, and C helicopters that requires inspecting each installed Woodward HRT (formerly HR Textron) main rotor servo actuator (servo actuator) for a high rate of leakage and replacing each affected servo actuator with a servo actuator containing a newly re-designed servo actuator piston. This amendment is prompted by a National Transportation Safety Board (NTSB) Safety Recommendation issued in response to an accident involving a Model S-76C helicopter. In the NTSB Safety Recommendation, the performance of a servo actuator piston upon reaching 3,000 hours time-in-service (TIS) was questioned as a result of piston head seal leakage and piston head plasma spray flaking. The actions specified by this AD are intended to prevent degraded servo actuator performance as a result of piston head seal leaking and plasma spray flaking, which could result in subsequent loss of control of the helicopter.
98-04-17: This amendment supersedes Airworthiness Directive (AD) 97-03-03, which applies to certain Pilatus Britten-Norman Ltd. (Pilatus) BN-2, BN-2A, and BN-2B series airplanes that do not have Modification NB/M/1571 generator terminal diodes installed. AD 97-03-03 currently requires the installation of higher capacity diodes on the generator switches regardless of whether the airplane is equipped with the original 50 amp DC generating system or a Modification NB/M/1148, which is a 70 amp system. This action retains the actions of AD 97-03-03, but modifies the applicability section to reflect that this AD does not apply to Pilatus BN-2, BN-2A, and BN-2B series airplanes with 50 amp DC generation systems installed. This AD is the result of reports that the applicability section of AD 97-03-03 is incorrect. The actions specified by this AD are intended to prevent a loss of electrical power to the navigation, communications, and lighting systems, which could impair the pilot's ability to maintain control of the airplane. The incorporation by reference of Pilatus Britten-Norman Manufacturers Service Bulletin (SB) BN-2/SB.228, Issue 2, dated January 17, 1996, as listed in the regulations was previously approved by the Director of the Federal Register as of March 23, 1997 (62 FR 4909, February 3, 1997).
91-25-07: 91-25-07 BRITISH AEROSPACE: Amendment 39-8108. Docket No. 91-NM-134-AD. Supersedes AD 91-09-13, Amendment 39-6979. Applicability: All Model ATP series airplanes which have not installed Modification 10170A (described in British Aerospace Service Bulletin ATP-55-5), certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced directional control of the airplane due to impairment of the operation of the rudder, accomplish the following: (a) For airplanes with rudders in pre-Modification 10165A configuration: Prior to the accumulation of 750 hours time-in-service, or within 125 hours time-in-service after May 28, 1991 (the effective date of AD 91-09-13, Amendment 39-6979), whichever occurs later, and thereafter at intervals not to exceed 125 hours time-in-service, perform a detailed visual inspection of the angle brackets attaching the hinge ribs at Stations 27.582 and 29.582 for cracks, and a detailed visual inspection of the fasteners attaching the reinforcing plates for security, in accordance with paragraph 2.A. of British Aerospace Service Bulletin ATP 55-3, Revision 4, dated June 28, 1990. (1) If cracking or local distortion is found on the angles or doubling plate flanges on the front face of the rudder spar, prior to further flight, remove the bolts and doubling plates, and perform a detailed visual inspection in accordance with paragraph 2.B. of the service bulletin. (2) All items found cracked and all rivets found distorted or insecure must be replaced with a serviceable part prior to further flight, in accordance with paragraph 2.C of the service bulletin. (b) For airplanes with rudders fitted with Modification 10165A during production: Prior to the accumulation of 6,250 hours time-in-service, or within 30 days after May 28, 1991 (the effective date of AD 91-09-13, Amendment 39-6979), whichever occurs later, and thereafter at intervals not to exceed 500hours time-in-service, perform a detailed visual inspection of the angle brackets attaching the hinge ribs at Stations 27.582 and 29.582 for cracks, and a detailed visual inspection of the fasteners attaching the reinforcing plates for security, in accordance with paragraph 2.A. of British Aerospace Service Bulletin ATP 55-3, Revision 4, dated June 28, 1990. (1) If cracking or local distortion is found on the angles or doubling plate flanges on the front face of the rudder spar, prior to further flight, remove the bolts and doubling plates, and perform a detailed visual inspection in accordance with paragraph 2.B. of the service bulletin. (2) All items found cracked and all rivets found distorted or insecure must be replaced with a serviceable part prior to further flight in accordance with paragraph 2.C. of the service bulletin. (c) For airplanes with rudders fitted with Modification 10165A in accordance with British Aerospace Service Bulletin ATP-55-4, or by previous repair or replacement action: Prior to the accumulation of 500 hours time-in-service following installation, or within 30 days after May 28, 1991 (the effective date of AD 91-09-13, Amendment 39-6979), whichever occurs later, and thereafter at intervals not to exceed 500 hours time-in-service, perform a detailed visual inspection of the angle brackets attaching the hinge ribs at Stations 27.582 and 29.582 for cracks, and a detailed visual inspection of the fasteners attaching the reinforcing plates for security, in accordance with paragraph 2.A. of British Aerospace Service Bulletin ATP 55-3, Revision 4, dated June 28, 1990. (1) If cracking or local distortion is found on the angles or doubling plate flanges on the front face of the rudder spar, prior to further flight, remove the bolts and doubling plates, and perform a detailed visual inspection in accordance with paragraph 2.B. of the service bulletin. (2) All items found cracked and all rivets found distorted or insecure must be replaced with a serviceable part prior to further flight in accordance with paragraph 2.C. of the service bulletin. (d) The installation of Modification 10170A, which includes strengthening the rudder lower hinge ribs at Stations 27.582, 29.582, and 24.82, in accordance with British Aerospace Service Bulletin ATP 55-5, dated November 30, 1990, or Revision 1, dated January 3, 1991, constitutes terminating action for the repetitive inspections required by paragraphs (a), (b), and (c) of this AD. (e) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (f) Special flight permits may be issuedin accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. (g) The inspection and replacement requirements shall be done in accordance with British Aerospace Service Bulletins ATP 55-3, Revision 4, dated June 28, 1990. The optional modification shall be done in accordance with either British Aerospace Service Bulletin ATP 55-5, dated November 30, 1990, or British Aerospace Service Bulletin ATP 55-5, Revision 1, dated January 3, 1991. 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, D.C. 20041-0414. 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. (h) Airworthiness Directive 91-25-07, supersedes AD 91-09-13, Amendment 39-6979. (i) This amendment (39-8108, AD 91-25-07) becomes effective on January 9, 1992.
2012-10-08: We are superseding an existing airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701 & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600-2D24 (Regional Jet Series 900) airplanes. That AD currently requires a one- time inspection of the main landing gear (MLG) shock strut assemblies for part and serial numbers; for certain MLG shock strut assemblies, a one-time inspection of the torque link apex joint, and corrective actions if necessary; and, for certain MLG shock strut assemblies, replacement or rework of the apex nut. This new AD continues to require the actions in the existing AD, and adds the previously omitted part and serial numbers. This AD was prompted by reports of loose or detached main landing gear (MLG) torque link apex pin locking plate and the locking plate retainer bolt in the torque link apex joint. We are issuing this AD to detect and correct improper assembly and damage of the MLG torque link apex joint, which could cause heavy vibration during landing, consequent damage to MLG components, and subsequent collapse of the MLG.
2010-09-12: We are adopting a new airworthiness directive (AD) for certain Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F airplanes. This AD requires a one-time installation of electrical bonding jumpers for the fill valve controllers of fuel tanks. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent point-of-contact arcing or filament heating damage in the fuel tanks, which could result in fuel tank explosions and consequent loss of the airplane.
98-03-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that requires one-time inspections to verify proper installation and to detect chafing and/or damage of certain rerouted wire bundles; to verify if certain protective grommets are installed properly and to detect missing grommets; and various follow-on actions. This amendment is prompted by a report of smoke and fire in the lower left-hand side of the E1-1 rack of the electrical equipment bay due to chafing of wire bundles as a result of missing protective grommets. The actions specified by this AD are intended to prevent chafing of wire bundles, which could result in smoke and fire at the E1-1 rack of the electrical equipment bay.
87-11-04: 87-11-04 GLASFLUGEL: Amendment 39-5618. Applies to Model Kestrel gliders, all serial numbers, certificated in any category. Compliance is required as indicated unless already accomplished. To prevent the failure of the rudder actuating arm, P/N 301-45-10, which could result in the glider becoming uncontrollable, accomplish the following: (a) Within the next 10 hours time-in-service after the effective date of this AD, unless compliance with paragraph (c) has been accomplished, visually inspect the rudder actuating arm, P/N 301-45-10, using a 10 power or greater magnifying glass, for cracks. (b) If a cracked arm is found during the inspection required by paragraph (a) of this AD, before further flight, replace the rudder actuating arm with a serviceable arm, new P/N 301- 45-13, in accordance with the action instructions of Hansjorg Streifeneder Technical Note No. 401-19, dated September 12, 1986. (c) Prior to July 31, 1987, replace any rudder actuating arm,not replaced in accordance with paragraph (b) of this AD, with a serviceable rudder actuating arm, new P/N 301- 45-13, in accordance with the action instructions of Hansjorg Streifeneder Technical Note No. 401-19, dated September 12, 1986. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, 15 Rue de la Loi B-1040 Brussels, Belgium; telephone 513.38.30 ext. 2710 or the Manager, New York Aircraft Certification Office, Federal Aviation Administration, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone 516-791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Hansjorg Streifeneder Technical Note No. 401-19, dated September 12, 1986, identified and 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 these documents from the manufacturer may obtain copies upon request to Hansjorg Streifeneder, Glasfaser Flugzeugbau, Hofaner Weg, D-7431 Grabenstetten, Germany; telephone no. (07382) 1032. This document also may be examined at the Office of Regional Counsel, ANE-7, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket 87-ANE-11, between the hours of 8:00 a.m. and 4:30 p.m.; Monday through Friday, except federal holidays. This amendment, 39-5618, becomes effective on May 29, 1987.
2012-10-03: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 747 series airplanes. That AD currently requires repetitive inspections for cracks of the fuselage skin lap splice between body station (BS) 400 and BS 520 at stringers S-6L and S-6R, and repair if necessary. This new AD shortens the interval for the repetitive inspections, requires modification for certain airplanes, and requires certain post-modification inspections for other airplanes. This AD was prompted by reports of multiple adjacent cracks on an airplane, and a recent fleet-wide evaluation of widespread fatigue damage of skin lap joints, which indicated the need for revised procedures and reduced compliance times. We are issuing this AD to detect and correct cracking of the fuselage skin lap splice between BS 400 and BS 520 at stringers S-6L and S-6R, which could result in sudden loss of cabin pressurization and the inability of the fuselage to withstand fail-safe loads.
98-04-03: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (Socata) Models TB9, TB10, TB20, TB21, and TB200 airplanes. This AD requires inspecting the bolts and spacers of the upper attachments of the front belts for cracks, dents, etc. (damage); replacing any damaged bolts or spacers; incorporating a front belts upper attachment reinforcement kit; and reconditioning the belts. 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 failure of the upper seat belt attachment caused by excessive loads on the upper attachment of the belt, which could result in bodily injury to the occupants during landing.
85-07-01: 85-07-01 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5016. Applies to Bell Helicopter Textron, Inc., Model 412 helicopters, S/N's 33001 through 33110, equipped with main rotor pitch horn assembly, P/N 412-010-149-105, and main rotor pins, P/N 412-010-180- 101. Compliance is required as indicated, unless already accomplished. To detect possible cracks in the main rotor pitch horn, accomplish the following on Model 412 helicopters equipped with pitch horns, P/N 412-010-149-105: (a) Within the next 20 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 main rotor pitch horn assembly for cracks in accordance with Part I of Bell Helicopter Textron, Inc., Alert Service Bulletin (ASB) 412-83-13, Rev. A, dated August 31, 1983. (b) Whenever the main rotor pitch horn assembly is removed for any reason, magnetic particle inspect it for cracks in accordance with Part II of ASB 412-83-13, Rev. A, dated August 31, 1983. (c) If a crack is found during these inspections replace the pitch horn and pins with serviceable parts. (d) Prior to installation of the pitch horn and pins, visually inspect the spindle joint for surface defects and corrosion. Note: Component repair and overhaul manual BHT-412-CR & 0-1, Rev. 4, April 15, 1984, Figure 65-10-5 contains allowable damage limits. NOTE: Further inspections are not required when the following parts are installed: 412-010-149-111 Pitch Horn Assembly -4 required per helicopter. 412-010-180-103 Pin -32 required per helicopter. (Bell Helicopter Textron, Inc., Alert Service Bulletin 412-84-l8, November 19, 1984, pertains to replacement of new horns and pins.) The 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). All persons affected by this directivewho have not already received these documents from the manufacturer may obtain copies upon request to Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined in the Rules Docket located at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, Room 158, Building 3B, 4400 Blue Mound Road, Fort Worth, Texas 76106. Any alternate methods or equivalent procedures must be approved by Mr. James D. Erickson, Manager, Helicopter Certification Branch, ASW-170, Building 3, Room 211, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective April 10, 1985.
76-13-05: 76-13-05 BEECH: Amendment 39-2653. Applies to Models E55 and E55A (Serial Numbers TE-969 thru TE-1009, TE-1011 thru TE-1021, TE-1023 thru TE-1029 and TE-1032 thru TE-1034 airplanes; Models 58 and 58A (Serial Numbers TH-441 thru TH-482, TH-484 thru TH-541, TH-543 thru TH-547, TH-549 thru TH-555, TH-557 thru TH-595, TH-597 thru TH-602, TH-604, TH-605, TH-607 and TH-609) airplanes; Model B60 (Serial Numbers P-272 thru P-307, P-309 thru P-326, P-328 thru P-330), and Model BH125-600A (Serial Numbers 256001, 256002, 256004, 256007, 256009, 256010, 256011, 256013, 256014, 256016, 256018, 256020, 256022, 256023, 256032, and 256034) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent complete loss of electrical power or damage to the engine firewall, either within the next 100 hours' time in service after the effective date of this AD, or at the next 100 hour, annual or progressive inspection after the effective date of this AD, whichever alternative occurs first, accomplish the following: A) Inspect the terminal block assemblies and rework or replace where necessary in accordance with the following procedures: 1. Locate the terminal block assemblies mounted on: (a) The aft right side of the forward cabin bulkhead on Models E55, E55A, 58 and 58A. (b) The inboard side of the left nacelle firewall and the outboard side of the right nacelle firewall on Model B60. Both are on the forward side of the firewall. (c) The APU relay panel assembly and the right hand side of the horizontal cross member at frame 24 on Model BH125-600A. 2. Disconnect the battery and remove structure as necessary to gain access to the terminal block assemblies. 3. Remove the current limiters from the terminal block assemblies and then remove the terminal block assemblies. 4. Visually inspect the terminal block assemblies to determine if the bolt heads are properly recessed. A properly recessed bolt should be mounted from .010 inches to .070 inches below flush within the terminal block base. 5. If the bolt heads are not properly recessed, either remove the bolts and rework the holes to accept the bolt heads at the correct depth or discard the terminal block assembly and install a Beech P/N 103-27 terminal block assembly. 6. Inspect the insulator strips. If they are cracked or broken, either fabricate new strips from equivalent phenolic material or obtain new strips, Beech P/N 103-26. 7. Reinstall the terminal block assemblies, current limiters and all removed structure. Reconnect the battery. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beechcraft Service Instructions Nos. 0754-350 for models E55, E55A, 58, 58A and B60 and No. 125-018, Rev. 1 for model BH125-600A or later FAA-approved revisions cover the subject matter of this AD.This amendment becomes effective July 6, 1976.
84-13-05: 84-13-05 AVCO LYCOMING: Amendment 39-4886. Applies to engine models AIO-360-A1A, -A2A, -A1B, -A2B, -B1B, all with serial numbers up to and including L-257-63A, engine models AEIO-360-A1A, -A1B, -A1B6, -A2A, -A1C, -A2C, -A1D, -A1E, -A2B, -B1B, -B1D, -B1F, -B1F6, -B2F, -B2F6, -B4A, -H1A, all with serial numbers up to and including L-23521-51A. Also all of the above models, remanufactured by Lycoming which were shipped before June 1, 1983, regardless of serial numbers. Engine models above, the affected serial numbers and remanufactured engines shipped on or after June 1, 1983, incorporate a redesigned crankshaft and are not subject to this AD. Compliance is required as indicated unless already accomplished: To preclude the possibility of in-flight propeller flange separation, accomplish either (a) or (b) or (c). (a) Within the next 25 hours time in service and every 25 hours time in service thereafter, visually inspect the crankshaft flange in accordance with Inspection Procedure I specified in AVCO Lycoming Service Bulletin No. 465A, or FAA approved equivalent. Use a 10 power magnifying glass for the inspection procedure. (b) Within the next 25 hours time in service and every 100 hours time in service thereafter, comply with Magnaflux Inspection Procedure II specified in AVCO Lycoming Service Bulletin No. 465A or FAA approved equivalent. (c) The inspections required under (a) or (b) may be discontinued when the crankshaft is replaced with a redesigned crankshaft in accordance with Procedure III specified in AVCO Lycoming Service Bulletin No. 465A or FAA approved equivalent. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. (e) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. (f)In accordance with FAR 21.197 and 21.199, the aircraft may be flown to a location where the inspections or alterations required by this AD can be performed. AVCO Lycoming S/B No. 465A identified in this directive is incorporated herein and made by reference a part hereof pursuant to 5. U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents may obtain copies upon request to AVCO Lycoming Williamsport Division, 652 Oliver Street, Williamsport, Pennsylvania 17701. These documents may also be examined at the Office of Regional Counsel, FAA New England Regional Office, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD is maintained at the New England Regional Office. This amendment becomes effective on July 16, 1984.
2012-09-14: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports of fractured and missing latch pin retention bolts that secure the latch pins on the forward cargo door. This AD requires repetitive detailed inspections for fractured or missing latch pin retention bolts, replacement of existing titanium bolts with new Inconel bolts, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct fractured and missing latch pin retention bolts, which could result in potential separation of the cargo door from the airplane and catastrophic decompression of the airplane.
2010-09-14: The FAA is superseding an existing airworthiness directive (AD) for CFM International, S.A. CFM56-5B series turbofan engines. That AD requires reviewing exhaust gas temperature (EGT) monitoring records to determine EGT margin deterioration, and for airplanes where both engines have greater than 80 centigrade (C) of EGT margin deterioration, borescope-inspecting the high-pressure compressor (HPC) of both engines. That AD also requires removing from service any engine that does not pass the borescope inspection and, if both engines pass, replacing one of the engines with an engine that has 80 C or less of EGT margin deterioration. That AD also requires continuous monitoring of EGT margin deterioration on engines in service to prevent two engines on an airplane from having greater than 80 C of EGT margin deterioration. This AD: Reduces the number of engine models affected; Continues to monitor EGT margin deterioration; Lowers the EGT margin threshold from 80 C to 75 C; Removes FADEC software version 5.B.Q and earlier versions from the engine as mandatory terminating action to the continuous EGT margin deterioration monitoring, for certain engine models; Removes the requirement to borescope inspect; and Removes the requirement to replace one of the engines with an engine that has 80 C or less deterioration of EGT margin as a corrective action. This AD results from a reduction of the affected engine models listed in AD 2009-01-01 from 25 to 19, a reduction in the engine EGT margin deterioration threshold from 80 C to 75 C, the introduction of terminating action to the continuous EGT monitoring for certain engines, and a change to the removal plan for the remaining engines if the EGT margin deterioration is greater than 75 C. We are issuing this AD to prevent HPC stalls, which could prevent continued safe flight or landing.
98-04-02: This amendment adopts a new airworthiness directive (AD) that applies to HOAC Austria Model DV 20 Katana airplanes. This AD requires replacing the nose wheel leg of the nose landing gear (NLG) with a part of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Austria. The actions specified by this AD are intended to prevent NLG collapse caused by cracks in the welding of the nose wheel tappet of the NLG, which could result in the inability to control the airplane during landing, takeoff, and other ground operations.
47-30-02: 47-30-02 CESSNA: (Was Mandatory Note 12 of AD-722-5.) Applies to T-50 Aircraft. Compliance required no later than next 100 hour inspection. Inspect the ends of the brake pedal links, P/N 53046, for reinforcing doubler plates around the fitting holes. If the doubler is not in evidence, remove the links and rivet two 0.040 inch x 1/2-inch x approximately 2-inch length - 24ST aluminum alloy reinforcing doubler plates to each end of each link using two 1/8-inch A17ST rivets through both doublers and the link on the far side of the joggle from the fitting holes.
2012-09-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-111, -112, and -132 airplanes; Model A320-111, -211, -212, -214 and -232 airplanes; and Model A321-111, -211, -212, and -231 airplanes. This AD was prompted by reports that corrosion was found on the overwing refueling aperture on the top wing skin, and that for certain airplanes, repairs made using primer coating may prevent proper electrical bonding provision between the overwing refueling cap adaptor and the wing skin. This AD requires performing an electrical bonding test between the gravity fill re-fuel adaptor and the top skin panels on the left-hand and right-hand wings, and if necessary performing a general visual inspection for corrosion of the component interface and adjacent area, and repairing the gravity fuel adaptor if any corrosion is found. We are issuing this AD to detect and correct corrosion and improper bonding, which in combination with a lightning strike in this area, could create a source of ignition in a fuel tank, resulting in a fire or explosion, and consequent loss of the airplane.
2010-01-04: The FAA is superseding an existing airworthiness directive (AD) for GE CF34-1A, CF34-3A, and CF34-3B series turbofan engines. That AD currently requires removing from service certain part number (P/N) and serial number (S/N) fan blades within compliance times specified in the AD, inspecting the fan blade abradable rub strip on certain engines for wear, inspecting the fan blades on certain engines for cracks, inspecting the aft actuator head hose fitting for correct position, and, if necessary, repositioning the hose fitting. This ad supersedure requires the same actions but corrects the effectivity for certain fan blades requiring corrective actions and changes the effective date of the current AD. This AD supersedure results from the FAA discovering that the existing AD has an incorrect effectivity for certain fan blades requiring corrective actions, and from a report of an under-cowl fire and a failed fan blade. We are issuing this AD to prevent failure of certain P/N and S/N fan blades and aft actuator head hoses, which could result in an under-cowl fire and subsequent damage to the airplane.
79-04-03 R2: 79-04-03 R2 EMPRESA BRASILEIRA DE AERONAUTICA, S.A. (EMBRAER): Amendment 39-3411 as amended by Amendment 39-3623 is further amended by Amendment 39-4557. Applies to Models EMB-110P1 and EMB-110P2 (all serial numbers) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the oleo strut assemblies, accomplish the following as indicated below. 1. Inspect and replace oleo strut assemblies (P/N 15164A, B, or C, and 15165A, B, or C), on shock struts (P/N 14570 and 14575) which have 2,000 landings or more in accordance with the following: a. Prior to the first flight of each day, using a 10-power magnifying glass, conduct a visual inspection of the shock struts of the main landing gear at the weld that joins the torque link-to-shock strut attachment. If cracks are found, prior to further flight, replace the component with a serviceable part. b. Within the next 200 landings and each 200 landings thereafter, using a dye-penetrant method, per the Accomplishment Instructions in Embraer Service Bulletin 110-32- 018 dated June 8, 1978, inspect the area outlined in 1.a. above. If cracks are found, prior to further flight, replace the component with a serviceable part. c. Retire from service shock struts (P/N 14570 and 14575) which have 3,000 landings or more. 2. Inspect and replace upper half-drag struts (P/N 14284 and 14334) without shot- peening treatment in accordance with the following: a. Prior to the first flight of each day, using a 10-power magnifying glass, conduct a visual inspection of the external side of the upper region of the half-drag strut, near the hydraulic actuator joint. If cracks are found prior to further flight, replace the component. b. Prior to further flight, unless already accomplished within the previous 200 landings, and each 200 landings thereafter, using a dye-penetrant method, per the Accomplishment Instructions in Embraer Service Bulletin 110-32-018 dated June 8, 1978, inspect the external and internal side of the half-drag strut (P/N 14284 and 14334). If cracks are found, prior to further flight, replace the failed component. c. Within the next 100 landings after the effective date of this revision, replace any half-drag struts that have logged 18,750 landings or more. 3. Unless accomplished within the last 400 landings, inspect and replace upper half- drag strut (P/N 14284A and 14334A) which have shot-peening treatment in accordance with the following: a. For components with 9,700 landings or more on the effective date of this AD, prior to further flight, and at each 400 landings thereafter, comply with paragraph 3.c. of this AD. b. For components with less than 9,700 landings on the effective date of this AD, comply with paragraph 3.c. of this AD before the accumulation of 9,700 landings and at each 400 landings thereafter. c. Inspect the external and internal side ofthe half-drag strut using a dye- penetrant method, per the Accomplishment Instructions in Embraer Service Bulletin 110-32-018 dated June 8, 1978. If cracks are found, prior to further flight, replace the failed component. d. Within the next 100 landings after the effective date of this revision, replace any half-drag struts that have logged 18,750 landings or more. 4. On components on which landings are not recorded, one landing per flying hour may be used to determine the number of landings. 5. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337, may adjust the inspection compliance times 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 that operator. 6. Airplanes on which cracks are found may be flown to abase for replacement of the failed components in accordance with FAR 21.197. 7. Compliance with the provisions of this AD may be accomplished in an equivalent manner, when approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337. EMBRAER Service Bulletin No. 110-32-018 pertains to the subject matter of this AD. Amendment 39-3411 became effective February 16, 1979. Amendment 39-3623 became effective November 28, 1979. This Amendment 39-4557 becomes effective February 7, 1983.
97-24-06: This amendment adopts a new airworthiness directive (AD) that applies to Glasflugel Models Standard Libelle and Standard Libelle 201 B sailplanes. This action requires inspecting the aileron operating lever's actuating shaft welded seams for cracks; modifying or replacing the actuating shaft, if cracked; and, if no cracks are found, eventually modifying or replacing the shaft. Cracks found in the welded seams of the actuating shaft prompted this action. The actions specified by this AD are intended to prevent cracks in the aileron operating lever's actuating shaft welded seams, which, if not detected and corrected, could cause loss of control of the sailplane.
2022-05-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4-203 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations related to pylon maintenance are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations for pylon maintenance, 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.
98-03-14: This amendment adopts a new airworthiness directive (AD) that applies to EXTRA Flugzeugbau GmbH Models EA-300 and EA-300/S airplanes. This AD requires inspecting the upper longeron cutout bridge for cracks, repairing any cracks found, and modifying this area. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent structural damage to the fuselage caused by cracks in the upper longeron cutout bridge, which, if not detected and corrected, could result in loss of control of the airplane.