Results
94-17-10: This amendment adopts a new airworthiness directive (AD), applicable to all de Havilland Model DHC-8 series airplanes, that requires removal of the aluminum or brass hardware in the firewall terminal block and battery shunt cable assemblies and replacement with steel hardware. This amendment is prompted by the results of an investigation, which revealed that corroded aluminum washers in the DC firewall terminal block and battery shunt cable assemblies may loosen the electrical connections. The actions specified by this AD are intended to prevent interruption of DC electrical power due to connections that may have loosened from corrosion.
2008-03-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A leakage in the area of a plastic T-connector was found during a daily pre-flight check. The investigation has shown a crack in the centre part of this connector. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2001-13-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Model A310 and Model A300 B4-600, A300 B4-600R, and A300 F4-600R (collectively called A300-600) series airplanes, that requires replacement of the ejection jack on the ram air turbine (RAT). The actions specified by this AD are intended to prevent the ejection jack on the RAT from failing when the RAT is deployed at high airspeeds, leading to a loss of ability to properly restrain the movement of the RAT, possibly resulting in damage to the RAT itself and to other airplane components. In the event of an emergency, failure of the ejection jack on the RAT could also result in a reduction of hydraulic pressure or electrical power on the airplane. This action is intended to address the identified unsafe condition.
2020-04-20: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. This AD was prompted by reports of wear on fuel couplings, bonding springs, and sleeves as well as fuel tube end ferrules and fuel component end ferrules. This AD requires repetitive inspections of certain parts for discrepancies that meet specified criteria, and replacement as necessary; repetitive inspections of certain parts for damage and wear, and rework of parts; and electrical bonding checks of certain couplings. This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. For certain airplanes, this AD allows a modification that would terminate the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
83-15-08 R1: 83-15-08 R1 BRITISH AEROSPACE: Amendment 39-4697 as revised by Amendment 39- 6255. Applicability: All Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated unless previously accomplished. To prevent structural failure of the fuselage, accomplish the following: A. Perform initial and repetitive visual and eddy current inspections of fuselage skin lap joints for cracks and loose rivets at the intervals shown in Table I of this AD, in accordance with Section 2, of the Accomplishment Instructions, of British Aerospace Alert Service Bulletin 53-A-PM5726, Issue 3, dated May 26, 1988. B. Repair any identified cracks or loose rivets prior to further flight, in accordance with paragraph 2.4.2 of British Aerospace Alert Service Bulletin 53-A-PM5726, Issue 3, dated May 26, 1988; or Chapter 53-02-0, Figure 89, of the BAC 1-11 Structural Repair Manual, whichever is appropriate; or in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: 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, Standardization Branch, ANM-113. D. Special 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 requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined atthe FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This AD revises AD 83-15-08, Amendment 39-4697. This amendment (39-6255, AD 83-15-08 R1) becomes effective on August 7, 1989. TABLE I Airplanes Affected AD 83-15-08 Previously Complied With? Initial Inspection Threshold for this AD Repetitive Inspection Interval Airplanes operated only at standard cabin pressure of 7.5 psi max cabin differential pressure NO Whichever occurs later: -Within 1,250 landings after September 6,1983 (effective date of AD 83-15-08); or For airplanes with less than 50,000 landings: Visual Inspection: -Every 1,250 landings -Upon accumulating the number of landings determined by Figure 1 of British Aerospace Alert Service Bulletin 53-A-PM5726, Revision 3, dated May 26, 1988 Eddy Current Inspection: -Every 3,750 landings For airplanes with 50,000 or more landings: YES Visual Inspection: -Within 1,250 landings after the last visual inspection in accordance with AD 83-15-08 Eddy Current Inspection: -Within 3,750 landings after the last eddy current inspection in accordance with AD 83-15-08 Visual Inspection: -Every 1,875 landings Eddy Current Inspection: -Every 3,750 landings Airplanes operated at increased cabin pressure of 7.75 psi max cabin differential pressure NO Whichever occurs later: -Within 1,250 landings after September 6,1983 (effective date of AD 83-15-08); or -Upon accumulation of 35,000 landings. Visual Inspection: -Every 1,600 landings Eddy Current Inspection: -Every 3,200 landings YES Visual Inspection: -Within 1,600 landings after the last visual inspection in accordance with AD 83-15-08 Eddy Current Inspection: -Within 3,200 landings after the last eddy current inspection in accordance with AD 83-15-08 Airplanes operated at increased cabin pressure of 8.2 psi max cabin differential pressure NO Whichever occurs later: -Within 1,250 landings after September 6, 1983 (effective date of AD 83-15-08); or -Upon accumulation of 30,000 landings. Visual Inspection: -Every 1,250 landings Eddy Current Inspection: -Every 2,500 landings YES Visual Inspection: -Within 1,250 landings after the last visual inspection in accordance with AD 83-15-08. Eddy Current Inspection: -Within 2,500 landings after the last eddy current inspection in accordance with AD 83-15-08. Airplanes for which cabin max operating pressure is reduced to 6.0 PSI max cabin differential pressure NO or YES (as applicable) Visual Inspection: -The same as shown above for the max cabin differential pressure applicable to the airplane in question. Eddy Current Inspection: -Every 5,600 landings Eddy Current Inspection: -The same as shown above for the max cabin differential pressure applicable to the airplane in question. For all airplanes: Visual Inspection: -Every 1,875 landings
94-12-06: This amendment supersedes an existing airworthiness directive (AD), applicable to Schweizer Aircraft Corporation and Hughes Helicopters, Inc. Model 269A, 269A-1, 269B, 269C, and TH-55A series helicopters, that currently requires repetitive inspections and replacement of certain lower belt drive pulley bearings (pulley bearings). This amendment retains the present AD requirements and adds an alternate pulley bearing to the requirements of the AD. This amendment is prompted by the introduction of an alternate pulley bearing into service by Schweizer Aircraft Corporation. The actions specified by this AD are intended to prevent failure of the pulley bearings, loss of power to the rotor systems, and subsequent loss of control of the helicopter.
2008-03-02: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Models 172R and 172S airplanes. This AD requires you to inspect the fuel return line assembly for chafing; replace the fuel return line assembly if chafing is found; and inspect the clearance between the fuel return line assembly and both the right steering tube assembly and the airplane structure, adjusting as necessary. This AD results from reports of chafed fuel return line assemblies, which were caused by the fuel return line assembly rubbing against the right steering tube assembly during full rudder pedal actuation. We are issuing this AD to detect and correct chafing of the fuel return line assembly, which could result in fuel leaking under the floor and fuel vapors entering the cabin. This condition could lead to fire under the floor or in the cabin area.
2000-03-20 R1: This amendment revises an existing airworthiness directive (AD), applicable to all Airbus Model A300 B4-601, B4-603, B4-620, B4-605R, B4-622R, and F4-605R (collectively called A300-600) series airplanes, that currently requires repetitive ultrasonic inspections to detect cracks on the forward fittings in the radius of frame 40 adjacent to the tension bolts in the center section of the wings, and various follow-on actions. That AD was prompted by reports of cracking due to fatigue-related stress in the radius of frame 40 adjacent to the tension bolts at the center/outer wing junction. The actions specified by that AD are intended to detect and correct fatigue cracking on the forward fittings in the radius of frame 40 adjacent to the tension bolts in the center section of the wings, which could result in reduced structural integrity of the wings. This amendment removes airplanes from the applicability of the existing AD. The incorporation by reference of certain publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 28, 2000 (65 FR 8642, February 22, 2000).
2020-05-25: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 757-200, -200PF, -200CB, and -300 series airplanes. This AD was prompted by a report that during a maintenance check an operator discovered cracking of the aft cargo compartment frames in the station 1460 frame web and inner chord between certain stringers. This AD requires an inspection of the fuselage frames for any existing repair, repetitive surface high frequency eddy current (HFEC) inspections of the fuselage frames with a cargo liner support channel for any cracking, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2008-03-01: We are superseding an existing airworthiness directive (AD) for the products listed above. 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 structural components must be replaced by new components at a certain stage of the aircraft's life to avoid any possibility of fatigue failure. We are issuing this AD to require actions to correct the unsafe condition on these products.
94-16-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to detect cracking, corrosion, and wear of various components of the main landing gear (MLG) brake assembly, and correction of discrepancies. This amendment is prompted by reports indicating that components in the MLG assembly have been damaged due to the consequences of vibration in the brake assembly. The actions specified by this AD are intended to minimize the exposure of the brake assembly to the consequences of a vibratory condition that could ultimately lead to failure of components of the MLG; such failure could severely affect the braking capability of the airplane while on the ground.
2001-13-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-120 series airplanes. This action requires revising the Airplane Flight Manual, installing a placard on the main instrument panel, and removing the "LIGHT-HEAVY" inflation switch of the leading edge deicing boots. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. This action is intended to ensure that the flight crew is provided with accurate indications of the severity of ice accretion and appropriate procedures and actions to prevent reduced controllability of the aircraft due to accretion of ice on the airplane.
2018-12-01: We are superseding Airworthiness Directive (AD) 2012-03-11 for all Safran Helicopter Engines, S.A., Arriel 2B and 2B1 turboshaft engines. AD 2012-03-11 required checking the transmissible torque between the low-pressure (LP) pump impeller and the high-pressure (HP) pump shaft on the HP/LP pump and metering valve assembly, hereafter referred to as the hydro-mechanical metering unit (HMU). Since we issued AD 2012-03-11, the manufacturer determined that incorporating Modification TU 178 is a more effective method to reduce the risk of uncoupling between the LP fuel pump impeller and the HP fuel pump shaft than the prior Modification TU 147. This AD requires inspection and possible replacement of the HMU. This AD was prompted by three cases of uncoupling of the HMU LP fuel pump impeller and the HP fuel pump shaft since AD 2012-03-11 was issued. We are issuing this AD to address the unsafe condition on these products.
92-19-02: 92-19-02 FOKKER: Amendment 39-8359. Docket 92-NM-41-AD. Applicability: Model F28 series airplanes; serial numbers 11003 through 11241, 11991, and 11992; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the lapjoints between stringers 16 and 17, and consequent decompression, accomplish the following: (a) For airplanes in the post-SBF28/21-16 configuration, repair the lapjoints located between stringers 16 and 17 (58 and 59), between frames 13345 and 14285, in accordance with Fokker Service Bulletin F28/53-121, Revision 1, dated December 13, 1991, and in accordance with the following schedule: (1) For airplanes that have accumulated less than 32,000 flight cycles as of the effective date of this AD, accomplish the repair prior to the accumulation of 32,000 flight cycles or within 35 months after the effective date of this AD, whichever occurs later; (2) For airplanes that have accumulated 32,000 or more flight cycles but less than 40,000 flight cycles as of the effective date of this AD, accomplish the repair prior to the accumulation of 40,000 flight cycles or within 23 months after the effective date of this AD, whichever occurs later; (3) For airplanes that have accumulated 40,000 or more flight cycles as of the effective date of this AD, accomplish the repair within 11 months after the effective date of this AD. (b) For airplanes in the pre-SBF28/21-16 configuration, repair the lapjoints located between stringers 16 and 17, (58 and 59) between frames 13345 and 14285, in accordance with Fokker Service Bulletin F28/53-121, Revision 1, dated December 13, 1991, and in accordance with the following schedule: (1) For airplanes that have accumulated less than 48,000 flight cycles as of the effective date of this AD, accomplish the repair prior to the accumulation of 48,000 flight cycles or within 35 months after the effective dateof this AD, whichever occurs later. (2) For airplanes that have accumulated 48,000 or more flight cycles but less than 60,000 flight cycles as of the effective date of this AD, accomplish the repair prior to the accumulation of 60,000 flight cycles or within 23 months after the effective date of this AD, whichever occurs later. (3) For airplanes that have accumulated 60,000 or more flight cycles as of the effective date of this AD, accomplish the repair within 11 months after the effective date of this AD. (c) Accomplishment of the repairs required by paragraphs (a) and (b) of this AD constitutes terminating action for the inspections identified as item 53-30-08 in the Fokker F-28 Structural Integrity Program (SIP), which are required by AD 89-07-16 R1, Amendment 39-6444. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113,FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The repair shall be done in accordance with Fokker Service Bulletin F28/53-121, Revision 1, dated December 13, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., Suite 700, Washington, DC. (g) This amendment becomes effective on October 8, 1992.
94-17-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires inspections, adjustments, and functional checks of the thrust reverser system; installation of a terminating modification; and repetitive operational checks of the gearbox locks and the air motor brake following accomplishment of the modification. This amendment is prompted by the identification of a modification that ensures that the level of safety inherent in the original type design of the thrust reverser system is further enhanced. The actions specified by this AD are intended to prevent possible discrepancies that exist in the current thrust reverser control system, which could result in an inadvertent deployment of a thrust reverser during flight.
2008-03-03: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-135 airplanes; and Model EMB-145, -145ER, - 145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires inspections to detect discrepancies of the components of the elevator control system, repetitive movements of the control column to observe the normal response of the elevators, repetitive inspections to detect discrepancies of the skin of the elevators, and applicable related investigative actions and corrective actions. This AD also provides for optional terminating actions for the inspections and measurements. This AD results from a report indicating that a Model EMB-145 airplane did not rotate in response to the command from the yoke during take-off, which resulted in a rejected take-off. We are issuing this AD to detect and correct discrepancies of the elevator control system, which could result in reduced control of the elevators and consequent reduced controllability of theairplane.
2001-13-04: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model EC 155B helicopters. This AD requires, before each takeoff with a cabin sliding door in the open position, visually checking each sliding door to ensure that each door roller is inside its rail. If a roller is outside its rail, before further flight, each roller on each door must be replaced inside its rail. This AD also revises the Limitations section of the Rotorcraft Flight Manual (RFM) by prohibiting the opening and closing of a cabin sliding door in flight. This AD is prompted by the loss of a cabin sliding door in flight. The actions specified by this AD are intended to prevent in- flight loss of a cabin sliding door, impact with the main rotor or fenestron, and subsequent loss of control of the helicopter.
2020-06-14: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD requires repetitive cycling of the airplane electrical power. This AD was prompted by a report that the stale-data monitoring function of the common core system (CCS) may be lost when continuously powered on for 51 days. This could lead to undetected or unannunciated loss of common data network (CDN) message age validation, combined with a CDN switch failure. The FAA is issuing this AD to address the unsafe condition on these products.
2008-02-16: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-200 and 767-300 series airplanes. This AD requires reworking certain duct assemblies in the environmental control system (ECS). This AD results from reports of duct assemblies in the ECS with burned Boeing Material Specification (BMS) 8-39 polyurethane foam insulation. This AD also results from a report from the airplane manufacturer that airplanes were assembled with duct assemblies in the ECS wrapped with BMS 8-39 polyurethane foam insulation, a material of which the fire retardant properties deteriorate with age. We are issuing this AD to prevent a potential electrical arc from igniting the BMS 8-39 polyurethane foam insulation on the duct assemblies of the ECS, which could propagate a small fire and lead to a larger fire that might spread throughout the airplane through the ECS.
2008-02-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Some taperlocks used in the wing-to-fuselage junction at rib 1 were found to be non-compliant with the applicable specification, resulting in a loss of pre-tension in the fasteners. In such conditions, the structural integrity of the aircraft could be affected. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-05-22: The FAA is adopting a new airworthiness directive (AD) for certain Yabor(atilde) Ind(uacute)stria Aeron(aacute)utica S.A. (Type Certificate Previously Held by Embraer S.A.) Model ERJ 170 airplanes. This AD was prompted by a report of erroneous indications of certain engine parameters and reports of ''pitch up'' and ''pitch down'' uncommanded attitudes with autopilot engaged in cruise flight. This AD requires installing updated PRIMUS EPIC LOAD software, as specified in an Ag(ecirc)ncia Nacional de Avia(ccedil)(atilde)o Civil (ANAC) Brazilian AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2001-13-06: This amendment adopts a new airworthiness directive (AD); applicable to certain Boeing Model 747-100, -200, -300, and 747SP series airplanes; that requires certain inspections to find missing and alloy-steel taperlock fasteners (bolts) in the diagonal brace underwing fittings; and corrective actions, if necessary. For airplanes with missing or alloy-steel fasteners, this AD also mandates replacement of certain fasteners with new fasteners, which constitutes terminating action for the repetitive inspections. This action is necessary to prevent loss of the underwing fitting load path due to missing or damaged alloy-steel taperlock fasteners, which could result in separation of the engine and strut from the airplane. This action is intended to address the identified unsafe condition.
94-15-16: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney JT9D series turbofan engines, that requires a one-time modification and overhaul of engine control system accessories. This amendment is prompted by multiple engine surge and power loss events caused by deterioration of internal components of engine control system accessories. The actions specified by this AD are intended to prevent the loss of engine compressor surge margin caused by the deterioration of engine control system accessories, resulting in an engine surge, and subsequent power loss or inflight engine shutdown.
2008-02-18: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company 172 series airplanes with the BRS-172 Parachute System installed via Supplemental Type Certificate (STC) No. SA01679CH and Cessna Aircraft Company 182 series airplanes that are equipped with the BRS-182 Parachute System installed via STC No. SA01999CH. This AD requires you to replace the pick-up collar support and nylon screws for the BRS-172 and BRS-182 Parachute System. This AD results from notification by Ballistic Recovery Systems, Inc. (BRS) that the pick-up collar assembly may prematurely move off the launch tube and adversely affect rocket trajectory during deployment. We are issuing this AD to prevent premature separation of the collar, which could result in the parachute failing to successfully deploy.
2001-13-13: This amendment adopts a new airworthiness directive (AD) that is applicable to all Airbus Model A330 and A340 series airplanes. This action requires revising the Airplane Flight Manual to advise the flight crew of appropriate procedures to follow in the event of lost or erroneous airspeed indications. This action is necessary to prevent inadvertent excursions outside the normal flight envelope. This action is intended to address the identified unsafe condition.