Results
89-15-04: 89-15-04 BOEING: Amendment 39-6250. \n\tApplicability: Model 757-200 series airplanes through line number 164, equipped with Pratt and Whitney PW2000 engines, certificated in any category. \n\tCompliance: Required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent engine in-flight shutdown and engine damage, due to loss of engine oil resulting from cracked oil pressure indicator tube assemblies, accomplish the following: \n\n\tA.\tRemove five oil pressure indication system tube assemblies and replace them with flexible hose assemblies, in accordance with Boeing Service Bulletin 757-79-0005, dated May 26, 1988. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6250, AD 89-15-04) becomes effective on July 24, 1989.
98-22-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking of the lower surface panel on the wing center box; and repair, if necessary. This amendment also requires modification of the lower surface panel on the wing center box, which constitutes terminating action for the repetitive inspections. 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 fatigue cracking of the lower surface panel on the wing center box, which could result in reduced structural integrity of the airplane.
2019-03-29: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by an incident of uncommanded nose wheel steering (NWS) in-service; subsequent investigation revealed that the steering selector valve (SSV) is susceptible to jamming in the open position due to particulate contamination of the hydraulic system. This AD requires modifying the left-hand hydraulic system of the NWS control system and, for certain airplanes, torqueing the [[Page 18705]] fittings on a certain tube assembly. We are issuing this AD to address the unsafe condition on these products.
2006-18-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB-Fairchild SF340A (SAAB/SF340A) and SAAB 340B airplanes, that requires modification and repetitive inspections of the hot detection system of the tail pipe harness of the engine nacelles. The actions specified by this AD are intended to prevent false warning indications to the flightcrew from the hot detection system due to discrepancies of the harness, which could result in an unnecessary aborted takeoff on the ground or in-flight engine shutdowns. This action is intended to address the identified unsafe condition.
87-08-09: 87-08-09 AIRBUS INDUSTRIE, BOEING, BRITISH AEROSPACE, LOCKHEED, AND MCDONNELL DOUGLAS: Amendment 39-5613. Applies to Airbus Industries Models A300 and A310; Boeing Models 707, 720, 727, 737, 747, 757, and 767; British Aerospace Models BAe 146 and BAC 1-11; Lockheed Model L-1011; and McDonnell Douglas Models DC-8, DC-9 (includes MD-80 series), and DC-10; certificated in any category.\n\n\tTo eliminate the possibility of a chemical reaction between atmospheric oxygen and volatile gases from the tire inner liner producing a tire explosion, accomplish the following, unless already accomplished:\n\n\tA.\tWithin 180 days after the effective date of this AD, to ensure that all aircraft tires mounted on braked wheels do not contain more than 5 percent oxygen by volume, accomplish paragraph 1. or 2., below. Either of these procedures is acceptable, or they may be used together:\n\n\t\t1.\tInstall a placard, either in each wheel well or on or near each landing gear strut incorporating braked wheels, and in a location so as to be easily seen and readable by a person performing routine tire servicing. This placard shall state "INFLATE TIRES WITH NITROGEN ONLY." The words "SERVICE" or "FILL" may be substituted for the word "INFLATE".\n\n\t\t2.\tIncorporate into the FAA-approved maintenance program procedures that include the following items: \n\n\t\t\ta.\tOn braked wheels, install only tires that have been inflated with dry nitrogen or other gases shown to be inert such that the gas mixture does not exceed 5 percent oxygen by volume.\n\n\t\t\tb.\tTires on braked wheels may be serviced with air at remote locations where dry nitrogen is not available, provided that:\n\n\t\t\ti.\tthe oxygen content does not exceed 5 percent by volume; or\n\n\t\t\tii.\twithin the next 15 hours time-in-service, the tire must be purged of air and inflated with dry nitrogen so that the oxygen does not exceed 5 percent by volume.\n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region (Airbus Industrie, Boeing, and British Aerospace models); or the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region (Lockheed and McDonnell Douglas models).\n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD.\n\n\tThis Amendment becomes effective June 1, 1987.
98-19-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A310, A300-600, and A320 series airplanes, that currently requires inspections to verify proper installation of the grill over the air extraction duct of the lavatory and to detect blockages in the air extraction duct of the lavatory, and correction of any discrepancies. This amendment adds a requirement for modification of the grill of the air extraction duct, which, when accomplished, terminates the repetitive inspections. This amendment also expands the applicability of the existing AD to include additional airplanes. 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 obstructions in the air extraction system of the lavatory, which may result in the failure of the smoke detection system to detect smoke in the lavatories.
2019-06-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787 series airplanes. This AD was prompted by reports of hydraulic leakage caused by damage to aileron and elevator actuators from lightning strikes. This AD requires an inspection or records check to inspect for certain parts, detailed inspections of aileron and elevator power control units (PCUs), and applicable on- condition actions. We are issuing this AD to address the unsafe condition on these products.
87-07-04: 87-07-04 MCDONNELL DOUGLAS: Amendment 39-5586. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, and KC-10A (Military) airplanes, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent structural damage to the airplane due to engine core cowl door separation, accomplish the following: \n\n\tA.\tWithin eighteen months after the effective date of this AD, modify the engine core cowl doors by installing a secondary retention system for the engine core cowl doors in accordance with the Accomplishment Instructions of McDonnell Douglas Model DC-10 Service Bulletin 71-142, dated September 26, 1986, or later FAA-approved revision; or in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base for accomplish of modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective April 27, 1987.
87-04-24: 87-04-24 BEECH AIRCRAFT CORPORATION: Amendment 39-5599. Applies to the following Beech airplanes certificated in any category. \n\n\nMODEL\nSERIAL NUMBERS S/N\nREFERENCE SERVICE \nINSTRUCTION NO.\n65-A90, B90,\nLJ-114 thru LJ-1139;\nBeechcraft Mandatory \nC90, C90A;\n\nService Instruction\nE90;\nLW-1 thru LW-347;\nNo. 2028, Rev. III,\nF90;\nLA-2 thru LA-236\nrevised February 1987\n200, B200;\nBB-2; BB-6 thru BB-1211; \nBB-1213 thru BB-1253; \nBB-1255 thru BB-1261; \nBB-1263 thru BB-1267;\n\n200C, B200C;\nBL-1 thru BL-112 and \nBL-124 thru BL-127;\n\n200CT, B200CT;\nBN-1 thru BN-4;\n\n200T, B200T\nBT-1 thru BT-31; \n\n300\nFA-1 thru FA-38 and \nFA-40 thru FA-50\n\n1900\nUA-1 thru UA-3\n\n1900C\nUB-1 thru UB-62\n\nH90 (T-44A)\nLL-1 thru LL-18,\nLL-20 thru LL-31,\nLL-33 thru LL-40,\nLL-42 thru LL-48, and \nLL-50 thru LL-61\nBeech T-44A Service\nInstructions No. \nT-44A-0058, Rev. 1 \nA200 (C-12A)\nBD-1 thru BD-30;\nBeech C-12 Service\nA200 (C-12C)\nBC-1 thru BC-75;\nInstructions No.A200CT (C-12D)\nBP-1, BP-22, BP-24 thru BP-39; \nBP-40 and BP-45;\nC-12-0103, Rev. 1\nA200CT (RC-12D)\nGR-1 thru GR-13;\n\nA200CT (RC-12G)\nFC-1 thru FC-3; \n\nA200CT (FWC-12D)\nBP-7 thru BP-11; \n\nA200C (UC-12B)\nBJ-1 thru BJ-66\n\nA200CT (C-12D)\nBP-46 thru BP-51;\nBeech C-12 Service\nA200CT (C-12F)\nBP-52 thru BP-63;\nInstructions No.\nB200C (C-12F)\nBL-73 thru BL-112 and\nBL-118 thru BL-123; \nC-12-0112\n65-A90-1 (U-21A)\nLM-1 thru LM-63,\nLM-65, LM-67 thru LLM-69, \nLM-71 thru LM-107, \nand LM-112 thru LM-124;\nBeech U-21 Service \nInstruction No.\nU-21-0002, Rev. 1\n65-A90-1 (JU-21A)\nLM-64, LM-66, LM-70;\n\n65-A90-1 (U-21G)\nLM-125 thru LM-141; \n\n5-A90-1 (RU-21A)\nLM-108 thru LM-111;\n\n6 65-A90-2 (RU-21B)\nLS-1 thru LS-3;\n\n65-A90-3 (RU-21C)\nLT-1 and LT-2;\n\n65-A90-4 (RU-21H)\nLU-1 thru LU-16 \n\n\n\tCompliance: Required as indicated after the effective date of this AD, unless previously accomplished. \n\n\tTo preclude malfunction of the elevator trim cable system, accomplish the following: \n\n\t(a)\tWithin the next 10 hours time-in-service, perform the following: \n\n\t\t(1)\tFor Models 65-A90, B90, C90, C90A airplanes (S/N LJ-114 thru LJ-1110), and Model E90 airplanes (S/N LW-1 thru LW-347), which have complied with AD 86-20- 03, paragraph (b), and for Models C90A airplanes (S/N LJ-1111 thru LJ-1139), which have a redesigned elevator trim cable system installed at the Beech factory without moisture protection; modify the elevator trim system in accordance with Part IV of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t\t(2)\tFor Models F90 airplanes (S/N LA-2 and LA-235); Models 200 and B200 airplanes (S/N BB-2, BB-6 thru BB-1211 and BB-1213 thru BB-1217); and for Models 200C and B200C airplanes (S/N BL-1 thru BL-112 and BL-124); and for Models 200CT and B200CT airplanes (S/N BN-1 thru BN-4); and for Models 200T and B200T airplanes (S/N BT-1 thru BT-30), which have complied with AD 86-20-03, paragraph (b), and for Models F90 airplane (S/N LA-236); and for Models 200 and B200 airplanes (S/N BB-1218 thru BB-1253, BB-1255 thru BB-1261, BB-1263 thru BB-1267); and for Models B200C airplanes (S/N BL-125 thru BL-127); and for Models B200T airplane (S/N BT-31), which have a redesigned elevator trim cable system installed at the Beech factory without moisture protection; modify the elevator trim system in accordance with Part V of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t\t(3)\tFor Models 1900 airplanes (S/N UA-1 thru UA-3) and for Models 1900C airplanes (S/N UB-1 thru UB-44), which have complied with AD 86-20-03, paragraph (b), and for Models 1900C airplanes (S/N UB-45 thru UB-62), which have a redesigned elevator trim cable system installed at the Beech factory without moisture protection; modify the elevator trim system in accordance with Part VI of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t(b)\tFor those airplanes that have not been modified in accordancewith paragraph (b) of AD 86-20-03, within the next 25 hours time-in-service, accomplish the following: \n\n\t\t(1)\tCheck the operation of the elevator trim system and mark the elevator trim indicator scale in accordance with Part I or Part II of Beech Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t\t(2)\tFor Models 65-A90, B90, C90, C90A, and E90 airplanes, mark the elevator trim tab push rods in accordance with Part I or Part II of Beech Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\tNOTE: The following airplanes have been previously marked by the manufacturer per paragraphs (a)(1) and (a)(2) of AD 86-20-03: Models C90A (S/N LJ-1077 thru LJ-1110), F90 (S/N LA-223 thru LA-235), B200 (S/N BB-1193 thru BB-1217), B200C (S/N BL-72 thru BL-112 and BL-124), 300 (S/N FA-1 thru FA-38 and FA-40 thru FA-50), 1900 (S/N UA-1 thru UA-3), and 1900C (S/N UB-9 thru UB-44). \n\n\t\t(3)\tPlace the Elevator Trim System Preflight Check Procedure, shown in Attachment 1 of this AD, in the Limitations Section of the FAA Approved Flight Manual for the Models 65-A90, B90, C90, E90, and 200T/200CT airplanes; and the Limitations Section of the Pilot's Operating Handbook and the FAA Approved Airplane Flight Manual for the Models C90, C90A, F90, 200/200C, B200/B200C, B200T, B200CT, 300, and 1900/1900C airplanes. \n\n\t(c)\tPrior to May 15, 1987, modify the elevator trim system on all airplanes which have not complied with the requirements of paragraph (a) of this AD, in accordance with Part III of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t(d)\tCompliance with paragraph (b) of this AD is no longer necessary after the modification required in paragraph (c) of this AD is accomplished. \n\n\t(e)\tAirplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. \n\n\t(f)\tAn equivalent means of compliance with this AD may be used, if approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. \n\n\tAll persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Beechcraft Aero and Aviation Centers or Beech Aircraft Corporation, Commercial Service Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine copies of the document(s) referred to herein at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis AD supersedes AD 86-20-03, Amendment 39-5413. \n\n\tThis amendment becomes effective on April 14, 1987, to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 23, 1987, and is identified as AD 87-04-24. \n\nATTACHMENT 1 - 87-04-24 \n\nOPERATING LIMITATION: \n\n\tThe Elevator Trim System Preflight check procedure, as defined below, must be conducted prior to each flight. \n\n\tTo verify that the elevator trim cable is not fouled or disengaged from the cable drum, the following Elevator Trim System Preflight Check is required prior to each flight of the Beech Model 65-A90, B90, C90, C90A, E90, F90, 200, B200, 200C, B200C, 200CT, B200CT, 200T, B200T, 300, 1900 and 1900C airplanes: \n\nCOCKPIT \n\n\t1.\tControl Locks - REMOVE \n\n\t2.\tElevator Trim: \n\n\t\ta.\tAll airplanes except 1900/1900C - SET TO "O" UNITS \n\n\t\tb.\t1900/1900C airplanes - SET TWO UNITS NOSE UP CAUTION \n\n\t\t\tThe elevator trim system must not be forced past the limits which are indicated on the elevator trim indicator scale either manually, electrically (except Model 300) or by action of the autopilot (except Model 300). \n\nTAIL SECTION \n\n\t1.\tElevator Trim Tab \n\n\t\ta.\tVERIFY "O" (NEUTRAL) POSITION \n\n\t2.\tOn Model 65-A90, B90, C90, C90A and E90 airplanes, the elevator trim tab "O" (neutral) position is determined by observing that the alignment marks on the elevator trim tab pushrods align with the alignment marks on the elevator (See Figure 1 or 2 below), when the elevator is resting against the downstops. \n\n\t3.\tOn Model F90, 200 Series, 300 and 1900/1900C airplanes, the elevator trim tab "O" (neutral) position is determined by observing that the trailing edge of the elevator trim tab aligns with the trailing edge of the elevator, when the elevator, when the elevator is resting against the downstops.\n\n WARNING \n\n\tThe above Preflight Inspection check MUST be repeated prior to take-off if the elevator trim is allowed to reach limit travel at any time prior to take-off as a result of MANUAL, ELECTRICAL (except Model 300) OR AUTOPILOT (except Model 300) OPERATION of the trim system.
99-18-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires a one-time inspection of the propeller de-ice system to verify the proper functioning of the engine indication and crew alert system (EICAS) for the de-ice system; and corrective action, if necessary. 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 failure of the EICAS to provide a warning to the flightcrew in the event of failure of the propeller de-ice system, which could result in damage to the airplane and consequent loss of controllability of the airplane.
2019-07-10: We are adopting a new airworthiness directive (AD) for Northrop Grumman LITEF GmbH LCR-100 Attitude and Heading Reference System (AHRS) units installed on various aircraft. This AD requires removing certain LCR-100 AHRS units from service. This AD was prompted by test results showing loss of or invalid data. The actions of this AD are intended to prevent an unsafe condition on these products.
2019-07-06: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a report that certain split ball bearings used in main landing gear (MLG) side brace actuator assemblies are manufactured from material that does not meet the required material properties. This AD requires an inspection of the left and right MLG side brace actuator assemblies and, if necessary, replacement of the split ball bearings. We are issuing this AD to address the unsafe condition on these products.
89-03-15: 89-03-15 DORNIER: Amendment 39-6130. Applicability: Models Do28 D and Do28 D-1 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service and every 100 hours time-in-service thereafter after the effective date of this AD, unless already accomplished. To preclude the loss of the horizontal tail, accomplish the following: (a) Visually inspect in accordance with Dornier Service Bulletin No. 1110-3204, dated April 15, 1988, as follows: (1) Inspect the rivet connections between the left hand and right hand horizontal tail bearing fittings and the lateral skins for loose rivets. If loose rivets are found, before further flight replace the loose rivets in accordance with Dornier Service Bulletin No. 1110-3204, and (2) Inspect the rear fuselage frame 10420 and the corner gusset for cracks. If cracks are detected, before further flight repair as follows: (i) For cracks less than 25mm (.98 inch), stop drill the crack in accordance with Dornier Service Bulletin No. 1110-3204. (ii) For cracks 25mm or longer (.98 inch or more), repair the airplane in accordance with instructions from Dornier approved by the Manager, Aircraft Certification Staff, AEU-100. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain a copy of the document referred to herein upon request to Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium; or Dornier GmbH, P.O. Box 2160, D- 8000 Munchen 66, Federal Republic of Germany; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6130, AD 89-03-15) becomes effective on March 3, 1989.
94-25-03: This amendment adopts a new airworthiness directive (AD) that is applicable to all Fokker Model F28 series airplanes. This action requires a revision to the Airplane Flight Manual that prohibits takeoff in certain icing conditions unless either a tactile inspection is performed or specific takeoff procedures are followed. This amendment is prompted by several accidents in which Fokker Model F28 series airplanes lost aerodynamic lift when attempting takeoff with ice contamination on their wings. The actions specified in this AD are intended to prevent degradation of aerodynamic lift during takeoff when icing conditions exist.
87-12-06: 87-12-06 SIKORSKY AIRCRAFT: Amendment 39-5602. Applies to all Model S-76A/B series helicopters, certified in all categories. Compliance is required within the next 25 hours' time in service unless already accomplished. To prevent possible loss of electrical power due to DC generator ground failure, accomplish the following: (a) Perform inspection to determine the wiring configuration and connections of the GCU. Inspect the ground and power path connections of both generators for corrosion and proper torque, and inspect the ground connections of the GCU to determine their configuration. Modify and repair, as necessary. Accomplish these inspections and modifications in accordance with the Sikorsky Alert Service Bulletin, ASB-76-24-8, dated January 30, 1987. (b) Upon request, with substantiating data, an alternate means of compliance which provides an equivalent level of safety or adjustment in the compliance time may be used when approved by the Manager, Boston Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, MA 01803. These procedures shall be accomplished in accordance with Sikorsky ASB-76-24-8, dated January 30, 1987. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Sikorsky Aircraft, 6900 North Main Street, Stratford, Connecticut 06601-1381. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment becomes effective June 10, 1987.
2019-07-09: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 model turbofan engines. This AD was prompted by reports of intermediate-pressure compressor (IPC) rotor seal failures. This AD requires initial and repetitive on-wing borescope inspections (BSIs) of affected IPC rotor seals and removing any cracked parts from service. We are issuing this AD to address the unsafe condition on these products.
2000-02-39: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A300 series airplanes. This action requires either a one-time ultrasonic inspection, or repetitive visual inspections and eventual ultrasonic inspection, to detect cracking of the longitudinal skin splice above the mid-passenger door panels, and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct cracking of the longitudinal skin splice above the mid-passenger door panels, which could result in reduced structural integrity of the fuselage pressure vessel.
86-08-02: 86-08-02 BOEING: Amendment 39-5288. Applies to all Model 747 series airplanes through line number 625, certificated in any category. To prevent structural failure of the vertical fin in the event of failure of the aft pressure bulkhead, accomplish the following within 6 months after the effective date of this AD, unless already accomplished: \n\n\tA.\tInstall the vertical fin access cover in accordance with Boeing Service Bulletin 747-53A2264, dated November 25, 1985, or later FAA-approved revisions. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 19, 1986.
86-26-02: 86-26-02 MITSUBISHI HEAVY INDUSTRIES, LTD. and MITSUBISHI AIRCRAFT INTERNATIONAL, INC.: Amendment 39-5498. Applies to Models MU-2B-10, -15, -20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. To prevent engine flameout when in or departing an icing environment, accomplish the following: (a) Modify the airplanes not equipped with manual ignition switches. (1) For MU-2B-10, -15, -20, -25, -26 (S/N 008 through 347 except S/N 313, 321), -30, -35, and -36 (S/N 501 through 696 except S/N 652, 661), modify the airplane as described in MHI SR 066B dated November 13, 1986, Instructions 1.0 through 8.0. Compliance with GTEC S/B TPE/TSE 331-74-0003 is optional. (2) For MU-2B-25, -26, -26A (S/Ns 313SA, 321SA, 348SA through 364SA, and 366SA through 394SA), -35, and -36A (S/Ns 652SA, 661SA, 697SA through 699SA and 701SA through 730SA), modify the airplane as described in MAI SR 040/74-001, Revision A, dated December 11, 1986, Accomplishment Instructions paragraphs A-G. Compliance with GTEC S/B TPE/TSE 331-74-0003 is optional. (b) For all airplanes, revise the airplane Pilot's Operating Manual and Airplane Flight Manual (POM/AFM) by inserting Appendix 1 of this AD in the "LIMITATIONS" section of the POM/AFM. Appendix 1 procedures supersede any other POM/AFM procedures which may be contradictory. (c) The requirements of paragraph (b) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent meansof compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, ACE-115W, 1800 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400 for MAI airplanes, or the Western Aircraft Certification Office, ANM-170W, 15000 Aviation Boulevard, Hawthorne, California 90261; Telephone (213) 297-1351 for MHI airplanes. All persons affected by this directive may obtain copies of the documents referred to herein upon request to GTEC, P.O. Box 5217, Phoenix, Arizona 85010; Telephone (602) 231- 1000; Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201; Telephone (316) 681- 9111; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 31, 1986. APPENDIX 1 - 86-26-02 Supplement to the POM/AFM, Mitsubishi MU-2B-10, -15, -20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60 The CONTINUOUS IGNITION/MAN IGNswitches shall be selected to ON during all operations in actual or potential icing conditions described herein: (1) During takeoff and climb out in actual or potential icing conditions. *(2) When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s). *(3) Before selecting ANTI-ICE, when ice has accumulated. (4) Immediately, any time engine flameout occurs as a possible result of ice ingestion. (5) During approach and landing while in or shortly following flight in actual or potential icing conditions. *Note: If icing conditions are entered in flight without the engine anti-icing system having been selected, switch one ENGINE system to the ANTI-ICE ON position. If the engine runs satisfactorily, switch the second ENGINE system to the ANTI-ICE ON position and check that the second engine continues to run satisfactorily. CAUTION Flight in actual or potential icing conditions will be limited by duty cycle of the ignition system. Ignitionsystem time limits must be observed to prevent exceeding duty cycle times. Operator should verify these limits for his particular installation. For the purpose of this supplement, the following definition applies: "Potential icing conditions in precipitation or visible moisture meteorological conditions: (1) Begin when the OAT is plus 5 degrees C (plus 41 degrees F) or colder, and (2) End when the OAT is plus 10 degrees C (plus 50 degrees F) or warmer." The procedures and conditions described in this appendix supersede any other POM/AFM procedures and conditions which may be contradictory.
98-07-10: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta S.p.A. (Agusta) Model AB 412 helicopters. This action requires an inspection of the tail rotor blades for debond voids and replacement, if necessary. This amendment is prompted by the loss of a tail rotor blade tip on a tail rotor blade while the helicopter was in service. This condition, if not corrected, could result in increased vibration levels, damage to the tail rotor drive system or tail rotor assembly, and subsequent loss of control of the helicopter.
2019-07-08: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Model GA8 and Model GA8-TC320 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as certain wing strut fittings manufactured with incorrect grain orientation, which has an unknown effect on fatigue related concerns. We are issuing this AD to require actions to address the unsafe condition on these products.
98-20-27: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300-600 series airplanes, that requires repetitive inspections to detect fatigue cracking of the wing top skin at the front spar joint; and a follow-on eddy current inspection and repair, if necessary. 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 detect and correct fatigue cracking of the wing top skin at the front spar joint, which could result in reduced structural integrity of the airplane.
86-05-01: 86-05-01 BOEING: Amendment 39-5246. Applies to all Model 747 series airplanes equipped with Rolls Royce engines, certificated in any category, listed in Boeing Alert Service Bulletin 747-71A2216, dated December 20, 1985. \n\n\tTo detect faulty self-locking nuts that could lead to separation of an engine, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 30 days after the effective date of this AD, perform a one-time inspection of the forward engine mount nuts for adequate self-locking torque, in accordance with Boeing Alert Service Bulletin 747-71A2216, dated December 20, 1985, or later FAA-approved revisions. \n\n\tB.\tDefective nuts must be replaced prior to further flight. \n\n\tC.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection time in this AD to permit compliance at an established inspection periodof that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tD.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received information on inspection procedures from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 24, 1986.
87-26-09: 87-26-09 GLASER-DIRKS FLUGZEUGBAU GmbH: Amendment 39-5785. Applies to Model DG-400, work numbers 4-1 thru 4-178 certificated in any category. Compliance is required as indicated unless already accomplished. To prevent cracking of engine cable terminal connectors which could result in inability to obtain power in flight, accomplish the following: (a) Within the next 5 hours time-in-service after the effective date of this AD, and thereafter prior to each engine start, until accomplishment of paragraph c, check the terminals of cables 44w, 18w, and 20w for any signs of wear, chafing, or cracks in accordance with the methods indicated in Procedure (1) of Glaser-Dirks, Technical Note TN 826/19, dated March 3, 1987: (1) Procedure 1(A) applies to work numbers 4-1 to 4-105 inclusive. (2) Procedure 1(B) applies to work numbers 4-106 to 4-178 inclusive. NOTE: This check may be performed by the pilot. (b) If any signs of wear, chafing, or cracks exist, before further flight, modify and replace in accordance with Paragraph (c) of this AD. (c) Within 90 days after the effective date of this AD, unless previously accomplished as required by Paragraph (b), replace terminal connectors for cables 18w and 44w, and cable 20w, if applicable, in accordance with Procedure 2 of Glaser-Dirks Technical Note TN 826/19 and Glasser-Dirks Service Instruction 1/9/86, dated March 10, 1987: (1) Part I of Service Instruction 1/9/86 applies to work numbers 4-1 to 4- 105. (2) Part II of Service Instruction 1/9/86 applies to work numbers 4-106 to 4- 150. (3) Part III of Service Instruction 1/9/86 applies to work numbers 4-151 to 4- 178. Motor gliders affected by this AD may be ferried in accordance with the provisions of FAR Section 21.197 and 21.199 to a base where the AD may be accomplished. 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 S. 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. Glasser-Dirks Technical Note TN 826/19, dated March 3, 1987, and Service Instruction 1/9/86, dated March 10, 1987, identified and described in this document, are 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 Glaser-Dirks Flugzeugbau GmbH, Im Schollengarten 19-20, D-7520 Bruchsal 4, Federal Republic of Germany. These documents may also be examined at the office of the Regional Counsel, Rules Docket No. 87-ANE-32, Room 311, Federal Aviation Administration, New England Region, 12 New England Executive Park. This amendment becomes effective December 23, 1987.
85-05-02: 85-05-02 BEECH: Amendment 39-5012. Applies to Models 23 (S/N M-2, M-4 thru M-554); A23 (S/N M-3, M-555 thru M-900); A23A (S/N M-901 thru M-1094); A23-19 (S/N MB-1 thru MB-288); A23-24 (S/N MA-1 thru MA-363); A24 (S/N MA-364 thru MA-368); 19A (S/N MB-289 thru MB-460); M19A (S/N MB-461 thru MB-480); B19 (S/N MB-481 thru MB-905); B23 (S/N M-1095 thru M-1284); C23 (S/N M-1285 thru M-2223); A24R (S/N MC-2 thru MC-150); B24R (S/N MC-152 thru MC-448, MC-450, MC-451); and C24R (S/N MC-449, MC-452 thru MC-688, MC-690 thru MC-695) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent the inadvertent selection of a fuel selector "off" position, accomplish the following: (a) Modify the fuel selector guard by incorporating the Selector Stop, Part Number 169-920041-9 and appropriate decal as described in Beechcraft Mandatory Service Bulletin No. 2053 dated February 1985, or Beechcraft Service Instructions No. 1095, Revision 1. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An equivalent means of compliance with the AD may be used, if approved, by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946- 4400. This amendment becomes effective on April 25, 1985.