Results
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.