Results
2024-20-01: The FAA is superseding Airworthiness Directive (AD) 2023-07-13 which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2023-07-13 required repetitive detailed inspections of the lower attachment studs on the AFT galley complex and, depending on findings, replacement of the lower attachment studs. This AD was prompted by a determination that additional airplanes are affected, and that all affected parts must be replaced with serviceable parts. This AD continues to require the actions in AD 2023-07-13, adds airplanes to the applicability, and requires the replacement of all affected parts; as specified in 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.
2024-20-06: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by a manufacturing quality escape concerning certain overheat detection system (ODS) sensing elements. This AD requires inspecting the ODS sensing elements and performing applicable corrective actions, and prohibits the installation of affected parts, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2024-20-08: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Model Trent XWB-97 engines. This AD was prompted by the manufacturer revising the existing engine time limits manual (TLM) to introduce new or more restrictive instructions and associated thresholds and intervals for life-limited parts. This AD requires revising the airworthiness limitations section (ALS) of the operator's existing approved engine maintenance or inspection program, as applicable, to incorporate new or more restrictive instructions and associated thresholds and intervals for life-limited parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
73-10-01: 73-10-01 ROLLS ROYCE (1971) LTD: Amendment 39-1633. Applies to Rolls Royce RB 211-22-02 and RB 211-22-02/10 engines on Lockheed L-1011 airplanes. Compliance is required as indicated. To prevent improper VIGV scheduling due to binding of the variable inlet guide vanes master ram feedback control linkage accomplish the following: At the next disassembly of an engine for cause, after the effective date of this AD, unless already accomplished, remove existing connecting rod Part No. 754/2/27340 from the Variable Inlet Guide Vane Control and - (a) Install serviceable modified connecting rod Part No. 754/2/30438 in accordance with Plessey Aerospace Service Bulletin Number IGV 75-1 Revision 1, dated May 22, 1972 or an FAA-approved equivalent; or (b) Rework and reinstall serviceable connecting rod Part No. 754/2/27340 in accordance with Plessey Aerospace Service Bulletin Number IGV 75-1 Revision 1, dated May 22, 1972 or an FAA-approved equivalent. This amendment becomes effective May 8, 1973.
2003-20-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, that requires revising the airworthiness limitations section of the Instructions for Continued Airworthiness by incorporating new structural inspection intervals for the vertical beams of the pressure bulkheads at fuselage stations 409+128 and 559; repairing the vertical beams if necessary; and submitting inspection findings to the airplane manufacturer. This action is necessary to detect and correct, in a timely manner, fatigue cracks in the vertical beams of the pressure bulkheads at fuselage stations 409+128 and 559, which could result in the reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
81-01-03: 81-01-03 LOCKHEED-CALIFORNIA: Amendment 39-4002. Applies to Model L-1011-385- 1, L-1011-385-1-14, L-1011-385-1-15, and L-1011-385-3 series airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent crack development, which could result in flutter, accomplish the following: I. Aircraft with Extended Span Wing. A. Inspect all aircraft within 300 hours' time in service, after the effective date of this Airworthiness Directive, by accomplishing the following: 1. At OWS440 and 476, visually inspect the Hi-Tigues attaching outboard aileron support fittings to wing box lower skin, and rear spar web and caps, for cracks in accordance with Lockheed Service Bulletin 093-57-143, dated November 7, 1980. Pay particular attention to the fitting at the necked-down area near the top. a. If cracks are found, repair or replace parts before further flight. b. If Hi-Tigues are 3/16-inch diameter, replace with 1/4- inch diameter Hi-Tigues before further flight. 2. If Hi-Tigues are 1/4-inch or larger diameter, repeat inspection of (1.) above at intervals not to exceed 800 hours' time in service until the outboard aileron support fitting PN 1529413 is replaced with fitting PN 1633849 in accordance with Service Bulletin 093- 57-144 dated October 30, 1980. II. Aircraft with Standard Span Wing. A. Inspect all aircraft within 800 hours' time in service, after the effective date of this Airworthiness Directive, by accomplishing the following: 1. At OWS440 and 476, visually inspect Hi-Tigues attaching outboard aileron support fitting to wing box lower skin, and rear spar web and caps, for cracks in accordance with Lockheed Service Bulletin 093-57-143, dated November 7, 1980. Pay particular attention to the fitting at the necked-down area near the top. a. If cracks are found, repair or replace parts before further flight. b. If Hi-Tigues are 3/16-inch diameter, replace with 1/4- inch diameter Hi-Tigues in accordance with Lockheed Service Bulletin 093-47-143 dated November 7, 1980, or modify in accordance with Service Bulletin 093-47-144, within 3,000 hours' time in service, after the effective date of this Airworthiness Directive. 2. Upon accumulation of 10,000 or more hours time in service, repeat the inspection of (1.) above at intervals not to exceed 4,000 hours time in service until the outboard aileron support fitting PN 1529413 with fitting PN 1633849 in accordance with Service Bulletin 093-47-144, dated October 30, 1980. III. Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. 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 directive who have not already received these documents may obtain copies upon request to Lockheed-California Company, Post Office Box 551, Burbank, California 91520, Attention: Commercial Support Contracts. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 15000 Aviation Boulevard, Hawthorne, California 90261, Room 6W14. This amendment becomes effective January 5, 1981.
2003-19-14: The FAA is adopting a new airworthiness directive (AD) for all BURKHART GROB LUFT--UND RAUMFAHRT GmbH & CO KG (GROB) Models G103 TWIN ASTIR, G103 TWIN II, G103A TWIN II ACRO, and G103C TWIN III ACRO sailplanes. This AD requires you to modify the airspeed indicators and install a flight speed reduction placard and an aerobatic maneuver restriction placard (as applicable). This AD also requires you to revise the flight and maintenance manual. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent the possibility of damage to the fuselage during limit load flight due to inadequate safety margins designed into the fuselage. Such a condition could result in reduced structural integrity of the fuselage and lead to loss of control of the sailplane.
72-19-04: 72-19-04 NICKEL-CADMIUM BATTERY: Amendment 39-1521 as amended by Amendment 39-1598 and 39-1723 is further amended by Amendment 39-1782. Applies to all aircraft having a primary electrical system that includes a nickel-cadmium battery that is capable of being used to start the aircraft's engine or APU, except those aircraft that have the charging rate of such a battery automatically controlled so as to prevent battery overheating, or that have a battery temperature sensing and over-temperature warning system with means and operating procedures for disconnecting the battery from its charging source in the event of an over-temperature condition, or that have a battery failure sensing and warning system with means and operating procedures for disconnecting the battery from its charging source in the event of a battery failure, and except Learjet Models 23, 24, and 25 airplanes. Compliance is required as indicated. To prevent a possible battery fire that may result from overheating caused by an undetected battery failure, accomplish the following: (a) For any battery rated at less than 50 amp-hours, containing any polystyrene cell cases, that is installed on a turbine engine powered aircraft, within the next 10 hours' time in service after the effective date of Amendment 39-1521, either - (1) Replace each cell having a polystyrene cell case with an equivalent cell having a polyamide cell case; or (2) Replace any battery containing any polystyrene cell cases with a battery containing all polyamide cell cases that is approved by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (b) For all batteries, within the next 10 hours' time in service after the effective date of Amendment 39-1521 unless already accomplished within the last 50 hours' time in service, and thereafter within the next seven days or 30 hours' time in service, whichever is later, following use of the battery for an engine or APU start or attempted start, visually inspect the battery, including the cell links and tops, for evidence of heat damage, or accomplish a procedure that is found by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division), to provide evidence of heat damage that is equivalent to that provided by physical inspection of the battery. (c) If a battery is found to have evidence of heat damage during an inspection or procedure required by paragraph (b), before further flight either - (1) Replace the battery with an equivalent serviceable battery; or (2) On aircraft approved for operation without the affected battery being operational, mechanically disconnect the battery at the battery terminal. (d) Upon request of the operator, an FAA maintenance/avionics inspector may adjust the repetitive inspection intervals specified in thisAD to permit compliance at an established inspection period of the operator if the request contains substantiating data that show that: (1) The aircraft is being maintained and inspected in accordance with a continuous airworthiness maintenance program under Parts 121 or 127, or is being inspected in accordance with a continuous inspection program under Subpart D of Part 91, or Part 123, or Part 135; and (2) The battery system has been maintained for at least the past year in accordance with the operators' maintenance program, and battery service on the aircraft has been free of heat associated problems during that time. (3) The substantiating data required by paragraphs (d)(1) and (2) must include at least the battery inspection and reconditioning frequency, the name and address of the facility/operator maintaining the battery, and a log book or other records showing the number of battery removals and reasons for removal. (e) Report evidence of battery heat damage found during inspections or procedures required by this AD, in writing, within 10 days of the inspection, to the Chief, Engineering and Manufacturing Division, Attention: AFS-130, Federal Aviation Administration, 800 Independence Ave., S.W., Washington, D.C. 20591. Each report must include the aircraft model, serial, and registration numbers, the battery make and model numbers, battery hours' time in service, and a description of the heat damage. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). Note: A pre-addressed Malfunction or Defect Report, FAA Form 8330-2 (available at any General Aviation District Office) may be used for a report required by this AD, if reference to the AD is made on the form. (f) Except as provided in paragraph (h), before February 1, 1974, accomplish at least one of the following: (1) Install a battery charging rate control system, approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (2) Install a battery temperature sensing and over-temperature warning system and provide a means and an operating procedure for disconnecting the battery from the charging source in the event of battery over-temperature warning, that are approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (3) Install a battery failure sensing and warning system and provide a means and an operating procedure for disconnecting the battery from the charging source in the event of battery failure, that are approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (g) The inspections or procedures required by paragraphs (b), and (h) as applicable, may be discontinued after compliance with paragraph (f) of this AD. (h) Upon request of the operator, an FAA Maintenance/Avionics Inspector may, if the request contains a satisfactory program for compliance with paragraph (f), extend the time for compliance with paragraph (f) to permit an aircraft to be operated in accordance with operating and maintenance limitations established by the inspector as necessary for safety, pending modification in accordance with such program, for any period of time - (1) Between February 1, 1974, and March 1, 1974; and (2) After March 1, 1974, to a date no later than April 1, 1974, in accordance with the following additional limitations: (i) A battery may be used no more than twice to start or attempt to start an engine or APU. (ii) After the first use of the battery to start or attempt to start an engine or APU, before any further such use of the battery,at the next station having qualified maintenance personnel, inspect the battery for indications of an overheat condition. If evidence that an overheat condition has existed is found during such an inspection, before further flight replace the affected battery with an equivalent serviceable battery and within the next 24 hours following the inspection report the condition to the inspector. (iii) After the second use of the battery to start or attempt to start an engine or APU, at the next station having qualified maintenance personnel, replace the battery with an equivalent serviceable battery and comply with the inspection and reporting requirements specified in subparagraph (2)(ii) of this paragraph. (iv) For a battery removed from an aircraft in accordance with subparagraph (2)(iii) of this paragraph, that is otherwise serviceable, before installing such a battery in any aircraft deep cycle the battery in accordance with an FAA-approved procedure. Amendment 39-1521 superseded Amendment 39-1302 (36 F.R. 19075), AD 71-21-05, as amended by Amendment 39-1333 (36 F.R. 21581). Amendment 39-1521 became effective September 20, 1972. Amendment 39-1598 became effective March 6, 1973. Amendment 39-1723 became effective September 19, 1973. This Amendment 39-1782 becomes effective February 1, 1974.
73-20-01: 73-20-01 FAIRCHILD: Amendment 39-1721 as amended by Amendment 39-2057. Applies to all Fairchild F-27 and FH-227 Type Aircraft Certificated in all categories. Compliance required as indicated: 1. Affects front and rear horizontal stabilizer spar fittings, P/N's 27-213003-11, -12 and 27-213002-11 which have accumulated 2500 hours or more in service. a. Within the next 30 days unless accomplished within the last 11 months, inspect stabilizer spar fittings in accordance with Section 2 of Fairchild Service Bulletins F-27-55-21 and FH-227-55-12, or inspect in accordance with an approved equivalent procedure. b. The inspections specified in "a" above, shall be repeated at intervals not to exceed 12 calendar months or 2500 hours in service from the last inspection, whichever occurs first. 2. Corroded or cracked parts shall be replaced prior to further flight. a. Parts replacement shall be in accordance with Section 2 of Fairchild Service Bulletins F-27-55-21 and FH-227-55-12, and shall be of the same part number or approved equivalent parts. 3. The aircraft may be flown in accordance with FAR 21.197 to a base where the inspections or repairs can be performed. 4. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection interval specified in this AD. Equivalent inspections or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (Fairchild Service Bulletins F-27-55-21 and FH-227-55-12 pertain to this subject.) Amendment 39-1721 was effective September 24, 1973. This amendment 39-2057 is effective December 31, 1974.
2003-20-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-300 series airplanes, that requires a one-time inspection of the anti-ice tubing in the engine nacelle at the joint between the anti-ice tubing adapter and duct, and also between the joint of the anti-ice shutoff valve and the same duct, to detect any air leakage at the joints. This action is necessary to prevent an uncommanded engine shutdown in a critical phase of flight due to leakage of air from a loose clamp on the anti-ice tubing joint. This action is intended to address the identified unsafe condition.