Results
96-13-01: This amendment adopts a new airworthiness directive (AD) that applies to MDB Flugtechnik AG Model MD3-160 airplanes. This action requires inserting a supplement Aircraft Flight Manual (AFM), installing a placard prohibiting aerobatics and spinning, inspecting the nosewheel steering system for damaged parts and improper rigging, and if necessary, replacing the parts and re-rigging the nosewheel steering system (NWS). Two incidents on certain MD3-160 airplanes while in flight causing the airplanes to go into a left spin and loose rudder control prior to landing prompted this AD action. The actions specified by this AD are intended to prevent the rudder pedals from locking up and the nosewheel steering from disengaging, which if not detected and corrected, could cause loss of control of the airplane.
2021-05-17: The FAA is superseding Airworthiness Directive (AD) AD 2019- 12-09 for certain Rockwell Collins, Inc. (Rockwell Collins) FDSA-6500 flight display system applications installed on airplanes. AD 2019-12- 09 imposed operating limitations on the traffic collision avoidance system (TCAS). AD 2019-12-09 was prompted by conflict between the TCAS display indications and aural alerts that may occur during a resolution advisory (RA) scenario. This AD retains the requirements of AD 2019-12- 09 until a software upgrade is completed. The FAA is issuing this AD to address the unsafe condition on these products.
78-12-02: 78-12-02 SCOTTISH AVIATION LIMITED: Amendment 39-3230. Applies to "Beagle" Model B206 Series II airplanes, certificated in all categories, which have exhaust system bellows assembly, P/N CE20901 or P/N CE 20806, installed. Compliance required as indicated, unless already accomplished. To minimize the possibility of hot exhaust gases escaping from a fractured exhaust bellows assembly and impinging on the tachometer electrical leads and other engine compartment components, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, inspect the exhaust system bellows assemblies, Part Number CE 20901 and Part Number CE 20806, for cracks, corrosion, and deterioration in accordance with paragraph 3(a) of Scottish Aviation Limited Service Bulletin No. B206/55 Issue 2, dated January 5, 1976, or an FAA approved equivalent, (hereinafter referred to as the Service Bulletin). (b) If a crack, corrosion, or deterioration is not found during the inspection required by paragraph (a) of this AD - (1) Within 50 hours time in service after the inspection required by paragraph (a) of this AD and, thereafter, at intervals not to exceed 50 hours time in service, inspect the bellows assemblies in accordance with paragraph 3(b) of the Service Bulletin; and (2) Within 100 hours time in service, or 3 months after the inspection required by paragraph (a), whichever occurs sooner, and, thereafter, at intervals not to exceed 100 hours time in service or 3 months, whichever occurs sooner, inspect the bellows assemblies in accordance with paragraph 3(a) of the Service Bulletin. (c) If a crack, corrosion, or deterioration is found during any inspection required by this AD, replace the affected bellows assembly with a serviceable part of the same part number. (d) For bellows assemblies installed as replacements - (1) Within 50 hours time in service after installation and, thereafter, at intervals not to exceed 50 hours time in service, inspect the bellows assemblies in accordance with paragraph 3(b) of the Service Bulletin; (2) Within 200 hours time in service, or 6 months, after installation, whichever occurs sooner, and, thereafter, at intervals not to exceed 100 hours time in service or 3 months, whichever occurs sooner, inspect the bellows assemblies in accordance with paragraph 3(a) of the Service Bulletin. This amendment becomes effective June 22, 1978.
2021-07-05: The FAA is superseding Airworthiness Directive (AD) 2007-26-52 which applied to certain Agusta S.p.A. (now Leonardo) Model A109C, A109E, and A109K2 helicopters. AD 2007-26-52 required inspecting for swelling, deformation, bonding separation, and for a crack on each main rotor blade (MRB) with a certain part-numbered tip cap installed, and removing the MRB from service before further flight if any of these conditions exist and exceed the prescribed limits. This AD retains all inspections for certain serial-numbered MRBs, but for MRBs with a certain tip cap installed, this AD requires dye-penetrant inspections rather than visual inspections. This AD was prompted by additional reports of in-flight loss of part of a tip cap. The FAA is issuing this AD to address the unsafe condition on these products.
96-12-20: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model 382, 382B, 382E, 382F, and 382G series airplanes, that currently requires visual inspections to detect loose, missing, or deformed fasteners in the upper truss mounts of certain engines, inspections to detect cracking in the associated tangs, and replacement of damaged parts. This amendment adds a requirement for repetitive ultrasonic inspections to detect cracking of the upper tangs and replacement of cracked parts. This amendment also provides for an optional terminating action for the repetitive inspections, and revises the applicability of the rule to specify groupings of airplanes. This amendment is prompted by reports indicating that fatigue cracking of the tangs of the upper truss mount has been detected. The actions specified by this AD are intended to prevent multiple failures of the upper truss mounts due to problems associated with fatigue cracking, which could adversely affect the integrity of the engine mount structure. The incorporation by reference of Hercules Service Bulletin 382-71-20, dated March 18, 1994, as listed in the regulations, is approved by the Director of the Federal Register as of July 15, 1996. The incorporation by reference of Lockheed Alert Service Bulletin A382-71-19/A82-687, dated December 23, 1993, as listed in the regulations, was approved previously by the Director of the Federal Register as of February 18, 1994 (59 FR 5078, February 3, 1994).
2021-05-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 Freighter series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
96-02-03: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that currently requires inspections to detect cracks in the area of the shock absorber attachment at the top of the barrel at the main landing gear (MLG), a measurement of the gap between the barrel and the shock absorber attachment; and corrective action, if necessary. That AD was prompted by a report of the rupture of the aft hinge arm of the left MLG barrel. This amendment requires a measurement of the gap between the washer and barrel of the MLG, eddy current inspections to detect cracking of the MLG barrel, correction of any discrepancy, and accomplishment of certain other follow-on actions. Terminating actions are also provided by this AD. The actions specified by this AD are intended to prevent collapse of the MLG.
91-23-01: 91-23-01 BEECH: Amendment 39-8070. Docket No. 91-CE-10-AD. Applicability: Model 77 (Skipper) airplanes (serial numbers WA-1 through WA-312) that do not have a part number (P/N) 108-820010-653 nose landing gear fork and axle assembly installed, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the nose landing gear fork and the airplane damage that could result, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD, fluorescent penetrant inspect the nose landing gear fork for cracks in accordance with the instructions in Beech Service Bulletin (SB) No. 2241, Revision 1, dated January 1991. (1) If any crack is found, prior to further flight, remove and replace the nose landing gear fork and axle assembly with a (P/N) 108-820010-653 fork and axle assembly, and the requirements of this AD have been accomplished. (2) If no cracks are found, accomplish the following: (i) Fluorescent penetrant inspect the nose landing gear fork axle assembly at intervals not to exceed 500 hours TIS after the initial inspection required in paragraph (a) of this AD in accordance with the instructions in Beech SB No. 2241, Revision 1, dated January 1991; and visually inspect the nose landing gear fork axle assembly at every 100- hour TIS interval between the fluorescent penetrant inspections. (ii) If any crack is found as a result of any of the inspections in paragraph (a)(2)(i) of this AD, prior to further flight, remove and replace the nose landing gear fork and axle assembly with a (P/N) 108-820010-653 fork and axle assembly, and the repetitive inspections are no longer required. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustmentof the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (d) The inspections required by this AD shall be done in accordance with Beech Service Bulletin No. 2241, Revision 1, dated January 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-8070, AD 91-23-01) becomes effective on December 3, 1991.
96-11-06: This amendment adopts a new airworthiness directive (AD), applicable to certain de Havilland Model DHC-7 series airplanes, that requires modification of the emergency lights circuitry. This amendment is prompted by reports of the emergency lights turning on inadvertently due to voltage spikes from other equipment; and reports that the existing emergency light switch arrangement allows the flight compartment and flight attendant's panel switches to override each other. The actions specified by this AD are intended to prevent such failures of the emergency light systems, which could prevent the use of the emergency lights in the event of an emergency.
96-10-14: This amendment supersedes Airworthiness Directive (AD) 88-05-05, which currently requires the following on certain The New Piper Aircraft, Inc. (Piper) PA31, PA31P, and PA31T series airplanes: repetitively inspecting both the left and right main landing gear (MLG) forward sidebrace, and replacing any cracked MLG forward sidebrace. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This action retains the current repetitive inspection and necessary replacement requirements contained in AD 88-05-05, and requires incorporating both a left and right MLG forward sidebrace of improved design as terminating action for the repetitive inspection requirement. The actions specified in this AD are intended to prevent the MLG from retracting because of a cracked MLG forward sidebrace, which, if not detected and corrected, could result in gear collapse and loss of control of the airplane during landing operations.