Results
72-02-01: 72-02-01 CESSNA: Amendment 39-1379. Applies to Models 411, 411A, 421, 421A and 421B (up to and including Serial Number 421B0147) airplanes. Compliance: Required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished: To prevent possible propeller separation in flight as a result of rough engine operation, accomplish the following: A) Check the torque on the propeller attachment nuts by applying 80 to 85 ft. lbs. torque. Nuts which do not move when the proper torque is applied should not be further tightened. If any nuts are found loose (70 Ft. lbs. torque or less), complete the detailed inspection required by Cessna Service Letter ME71-16 Supplement No. 2, dated January 7, 1972. (See Note) NOTE: A special adapter, Cessna P/N 5090006-5 for Hartzell propellers or P/N 5090006-9 for McCauley propellers, or equivalent, is required to accomplish the above torque check. B) Modify the engine tachometer by incorporating a yellow arc restricting continuous engine operation for Models 411 and 411A airplanes between 2100 and 2350 rpm, and for Models 421, 421A and 421B airplanes between 1950 and 2225 rpm. C) Install appropriate operational placard on the engine tachometer with the following wording: "AVOID CONTINUOUS OPERATION IN YELLOW ARC" D) Replace existing Airplane Flight Manual pages with the following FAA/DOA approved revised Airplane Flight Manual pages, or later FAA/DOA approved revision, as appropriate: 1. Model 411 - Revision No. 12 dated December 7, 1971. 2. Model 411A - Revision No. 4 dated December 7, 1971. 3. Model 421 - Revision No. 8 dated December 8, 1971. 4. Model 421A - Revision No. 4 dated December 8, 1971. 5. Model 421B (Serial Numbers 421B001 through 421B0147) - Revision No. 4 dated December 1, 1971. E) Equivalent methods of compliance with this AD must be approved by Chief, Engineering and Manufacturing Branch, FAA, CentralRegion. Cessna Service Letter ME71-16 Supplement No. 2 dated January 7, 1972, pertains to this subject. NOTE: This does not preclude continued recheck of propeller attach bolt as required by FAR 91 and specified for each 100 hours' time in service per Cessna Service Instructions. This amendment becomes effective January 18, 1972.
2020-24-01: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. Model PC-24 airplanes. 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 identifies the unsafe condition as overheating of the electrical wiring splices close to the right-hand pitot-static connector on frame 10. The FAA is issuing this AD to address the unsafe condition on these products.
2020-24-02: The FAA is superseding Airworthiness Directive (AD) 2018-23- 51, which applied to all The Boeing Company Model 737-8 and 737-9 (737 MAX) airplanes. AD 2018-23-51 required revising certificate limitations and operating procedures of the Airplane Flight Manual (AFM) to provide the flightcrew with runaway horizontal stabilizer trim procedures to follow under certain conditions. This AD requires installing new flight control computer (FCC) software, revising the existing AFM to incorporate new and revised flightcrew procedures, installing new MAX display system (MDS) software, changing the horizontal stabilizer trim wire routing installations, completing an angle of attack (AOA) sensor system test, and performing an operational readiness flight. This AD also applies to a narrower set of airplanes than the superseded AD, and only allows operation (dispatch) of an airplane with certain inoperative systems if specific, more restrictive, provisions are incorporated into the operator'sexisting FAA-approved minimum equipment list (MEL). This AD was prompted by the potential for a single erroneously high AOA sensor input received by the flight control system to result in repeated airplane nose-down trim of the horizontal stabilizer. The FAA is issuing this AD to address the unsafe condition on these products.
2006-12-15: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires repetitive inspections for cracks of the first fuel access panel outboard of the nacelle on the left- and right-hand wings, and related investigative/corrective actions if necessary. This AD also requires eventual replacement of each access panel with a new access panel having a new part number. The replacement terminates the repetitive inspection requirements. This AD results from reports of cracks of the fuel access panels. We are issuing this AD to detect and correct cracked fuel access panels, which could lead to arcing and ignition of fuel vapor during a lightning strike, and result in fuel tank explosions and consequent loss of the airplane.
2006-12-14: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-120, -120ER, -120FC, -120QC, and -120RT airplanes. This AD requires replacing the shut-off and crossbleed valves of the bleed air system with new valves having hermetically sealed switches. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent a potential source of ignition near a fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2006-12-12: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-100 and -200 series airplanes. That AD currently requires repetitive inspections for cracking of the station 800 frame assembly, and repair if necessary. This new AD retains the repetitive inspection requirements of the existing AD, but expands the area to be inspected. This AD also reduces the initial inspection threshold, removes the adjustment of the compliance threshold and repetitive interval based on cabin differential pressure, and adds airplanes to the applicability. This AD results from several reports of cracks of the station 800 frame assembly on airplanes that had accumulated fewer total flight cycles than the initial inspection threshold in the existing AD. We are issuing this AD to detect and correct fatigue cracks that could extend and fully sever the frame, which could result in development of skin cracks that could lead to rapid depressurization of the airplane.
2018-11-12: We are adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that Belleville washers installed on the shimmy damper of the main landing gear (MLG) may fail due to fatigue. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a repetitive task specified in the maintenance review board (MRB) report. We are issuing this AD to address the unsafe condition on these products.
2000-05-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires repetitive inspections to detect cracking of the fuselage skin in the area of the VHF2 antenna, and repair, if necessary. This amendment also provides for optional 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 detect and correct such cracking, which could result in cabin depressurization of the airplane.
58-04-02: 58-04-02 HARTZELL: Applies to All HC-93Z20-2C and -2B Propellers. The -2C Propellers Are Installed on All Beech E50 and F50 Aircraft, and -2B Propellers Are Installed on Some Cessna T-50 With Lycoming R-680 Engines and on Mansdorf Conversion of Grumman G- 44 With Lycoming R-680 Engines (STC SA4-2). Compliance required prior to next flight for propellers with hub Serial Numbers 100A through 361A and above. The recent failure of an A-1307 split ring, which the records show had less than 180 hours' operating time, permitted the propeller blade to leave the hub. In order to minimize the possibility of the occurrence of this type of serious failure, the present split ring must be replaced with a strengthened split ring. Accordingly, replace A-1307 split ring with A-1331 split ring. This also requires replacing A-1303 bearing with A-1303A bearing. Modified propellers should be stamped HC-93Z20-2B1 or -2C1. New propellers so stamped will incorporate modified split rings and bearings. (Hartzell Service Bulletin No. 55 covers this same subject.)
2000-04-22: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce plc (RR) RB211-524G2-T-19; RB211-524G3-T-19; RB211-524H2-T-19; RB211 Trent 768-60; and RB211 Trent 772-60 turbofan engines. This AD requires the replacement of the joint bolt assemblies that secure the high-pressure compressor (HPC) to the high-pressure turbine (HPT) of the RB211-524 series and Trent 768 and 772 series turbofan engines. This amendment is prompted by six incidents of bolt failure, one of which resulted in a damaged stage 6 HPC disk following an impact with a separated bolt head. The actions specified in this AD are intended to prevent failure of the HPC-to-HPT joint bolt assemblies, which could result in a cracked stage 6 HPC disk, possible uncontained engine failure, and damage to the airplane.
2020-22-09: The FAA is superseding Airworthiness Directive (AD) 2001-16- 13, which applied to certain Airbus SAS Model A330 series airplanes. AD 2001-16-13 required a roto-test inspection of fastener holes of certain fuselage joints for cracks, reinforcement of the fuselage between certain frames, and, if necessary, a high frequency eddy current (HFEC) inspection and repair. As published, the applicability of AD 2001-16-13 inadvertently identified the model designations as serial numbers. This document corrects that error. This new AD requires a roto-test inspection of fastener holes of certain fuselage joints for cracks, reinforcement of the fuselage, and, if necessary, an HFEC inspection and repair. The FAA is issuing this AD to address the unsafe condition on these products.
2020-22-14: The FAA is superseding Airworthiness Directive (AD) 2018-07-16 for all Austro Engine GmbH model E4 and E4P diesel piston engines. AD 2018-07-16 required initial and repetitive replacement of the waste gate controller and the control rod circlip. This AD retains the requirements of AD 2018-07-16 and requires engine modification by installing a waste gate control-rod fail-safe bridge and new spring- loaded circlip that terminates the initial and repetitive replacement requirements of AD 2018-07-16. This AD was prompted by the development of a modification of the waste gate control rod by adding a fail-safe bridge and spring-loaded circlip. The FAA is issuing this AD to address the unsafe condition on these products.
2018-11-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200 and -300 series airplanes. This AD was prompted by a report of two cracks at a certain frame inner chord. This AD requires a detailed inspection for any material review board (MRB) filler installed in the area from the frame web to the stub-beam fitting at certain stations to determine if the filler extends above the frame-to-stub-beam joint, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
66-07-05: 66-07-05 MOONEY: Amdt. 39-201, Part 39, Federal Register February 24, 1966. Applies to Models M20C, Serial Numbers 2663, 2808, 2816, 2825, 2863, 2913, 2920, 2930, 2945, 2957, 2960, 2961, 2969, 2971, 2995, 2998, 2999, 3002, 3008, 3018, 3019, 3021, 3040, 3050, 3056, 3065, 3084, 3086, 3136, 3146; M20D; M20E, Serial Numbers 309, 431, 461, 494, 528, 529, 536, 538, 544, 545, 551, 553, 554, 558, 571, 573, 577, 579, 580, 582, 584, 586, 587, 589, 599, 602, 604, 606, 614, 615, 620, 625, 627, 636, 637, 639, 641, 646, 650, 652, 653, 654, 657, 658, 666, 668, 669, 675, 677, 686, 690, 694, 711, 718, 720, 721, 726, 730, 737, 744, 747, 751, 752, 756, 758, 761, 772, 781, 782, 785, 787, 809, 812, 813; Airplanes Equipped with Mooney Aircraft Company Electrically Actuated Landing Gear. Compliance required within the next 100 hours' time in service or at the next periodic inspection, whichever comes first, after the effective date of this AD, unless already accomplished. To prevent further instancesof inoperative aural gear warning, modify electric gear warning wiring system in accordance with Mooney Aircraft Service Letter No. 20-130, dated September 29, 1965, or later FAA-approved revision. This directive effective March 26, 1966.
2006-10-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, that currently requires installation of protective tape on the fire and overheat control unit located in the flight compartment. This amendment requires the installation of protective tape and adds repetitive inspections of the condition of the protective tape and related corrective action. This amendment also mandates eventual replacement of the existing fire and overheat control unit with a modified unit, which ends the repetitive inspections. Additionally, this amendment adds airplanes to the applicability in the existing AD. The actions specified by this AD are intended to prevent fluid contamination inside the fire and overheat control unit, which could result in a false fire alarm and consequent emergency landing. This action is intended to address the identified unsafe condition.
71-17-05: 71-17-05 BRANTLY ROTORCRAFT: Amdt. 39-1267 as amended by Amendment 39- 1339. Applies to B-2, B-2A, and B-2B type rotorcraft certified in all categories. Compliance required within the next 10 hours time in service after the effective date of this airworthiness directive and every 50 hours time in service thereafter. To preclude the possibility of impairing the structural integrity of the main rotor mast P/N 104-1, due to corrosion, accomplish the following: a. Remove mast plug P/N 151-18. b. Visually inspect the inner bore surface over the entire length of main rotor mast for presence of rust or corrosion using a light and mirror. The presence of any rust or corrosion which cannot be removed with a lint free cloth is cause for removal of the transmission assembly. c. Prior to reinstallation or replacement, accomplish the 1200 hour interval inspection in accordance with Brantly Maintenance Manual, Section 1.8.7. d. If the main rotor mast is free or can be freed of rust or corrosion following the inspection noted in paragraph (b), apply a thin film of Spec. Mil.-C-6925C preservative type lubricating oil to the entire length of the inner bore surface. Reinstall the mast plug with a new "O" ring packing P/N AN 6227-62. Install the plug and retain it in place with the same clevis pin, P/N AN 393-11 that retains hub retaining nut, P/N 150-1. Secure the clevis pin by installing washer, P/N AN960-10L and cotter pin P/N AN-380-2-1. e. Safety wire bolt, P/N 151-8 to hub retaining nut. f. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, Chief, Engineering & Manufacturing Branch, FAA, Eastern Region, may adjust the repetitive inspection interval specified in this airworthiness directive. Equivalent inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Amendment 39-1267 was effective August 19, 1971. This amendment 39-1339is effective November 26, 1971
2000-05-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757-200, -200PF, and -200CB series airplanes, that currently requires repetitive inspections of the engine thrust control cable system to detect discrepancies of the wire rope, fittings, and pulleys; and replacement, if necessary. That AD also requires a one-time inspection to determine the part number of certain pulleys, and replacement of existing pulleys with new pulleys, if necessary; and modification of the engine thrust control cable installation. This new action corrects a certain part number. This AD is prompted by reports of failure of certain engine thrust control cables. The actions specified by this AD are intended to prevent failure of certain engine thrust control cables, which could result in a severe asymmetric thrust condition during landing, and consequent reduced controllability of the airplane.
2018-11-09: We are superseding Airworthiness Directive (AD) 2014-02-01, which applied to certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), Model CL-600-2D15 (Regional Jet Series 705), and Model CL-600-2D24 (Regional Jet Series 900) airplanes. AD 2014-02-01 required repetitive inspections of the rudder travel limiter (RTL) return springs and primary actuator, and corrective actions if necessary; and replacement of certain RTL return springs. This AD requires an inspection of the RTL return springs for signs of chafing; an inspection of the casing of the primary actuator for signs of chafing or missing paint; replacement of the RTL return springs; and an inspection of the lugs of the RTL limiter arm assembly for cracks, and modification or replacement, as applicable; and applicable corrective actions. This AD also adds airplanes to the applicability. This AD was prompted by reports that when installing the RTL return springs, the RTL limiter arm assembly lug(s) can become deformed. We are issuing this AD to address the unsafe condition on these products.
2006-10-19: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC130 B4 helicopters. This action requires inspecting the throttle twist grip (twist grip) assembly for any foreign body (chip or debris), any rotating micro-switch, and any micro-switch roller that does not move freely. If any unairworthy condition is found, this action requires that it be corrected before further flight. This amendment is prompted by two reports of a twist grip assembly jamming in the "IDLE" position. The actions specified in this AD are intended to detect and prevent jamming of the twist grip assembly, which, if present, could keep the engine from operating above idle speed and result in subsequent loss of control of the engine power of the helicopter.
2006-12-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 B4-600 and A300 C4-600 series airplanes. That AD currently requires a one-time inspection to detect damage of the pump diffuser guide slots (bayonet) of the center tank fuel pumps, the pump diffuser housings, and the pump canisters; repetitive inspections to detect damage of the fuel pumps and the fuel pump canisters; and corrective action, if necessary. This new AD adds, for new airplanes, repetitive inspections of the pump bodies for cracking, damage, and missing and broken fasteners; repetitive inspections of the fuel pump canisters for a cracked flange web; and corrective actions if necessary. For all airplanes, this new AD also adds replacement of the fuel pump canisters with new reinforced fuel pump canisters, which ends the repetitive inspections. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to detect and correct damage of the center tank fuel pumps and fuel pump canisters, which could result in separation of a pump from its electrical motor housing, loss of flame trap capability, and a possible fuel ignition source in the center fuel tank. DATES: This AD becomes effective July 12, 2006. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of July 12, 2006. On May 19, 2004 (69 FR 19756, April 14, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex A300-600-28A6075, dated February 20, 2003.
89-04-06 R1: 89-04-06 R1 FOKKER: Amendment 39-6143 as revised by Amendment 39-6405. Applicability: Model F-27 series airplanes, Serial Numbers 10102 through 10307, 10308 through 10340, and 10342 through 10360, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent engine separation and subsequent structural damage to the airplane aft of the engine, accomplish the following: A. For airplanes listed in Fokker Service Bulletin F27/54-44, dated July 7, 1988: Within 60 days after March 28, 1989 (the effective date of AD 89-04-06, Amendment 39-6143), inspect both the right and left upper nacelle brace struts, in accordance with Fokker Service Bulletin F27/54-44, dated July 7, 1988. If any brace strut is found with a self-tapping screw, prior to the accumulation of 30,000 landings on the strut, or within the next 500 landings from May 27, 1989, whichever occurs later, replace the brace strut in accordance with the referenced service bulletin. B. For airplanes Serial Numbers 10308 through 10340 and 10342 through 10360: Within 60 days after the effective date of this amendment, inspect both the right and left upper nacelle brace struts, in accordance with Fokker Service Bulletin F27/54-44, Revision 1, dated May 19, 1989. If any brace strut is found with a self-tapping screw, prior to the accumulation of 30,000 landings on the strut, or within the next 500 landings after the effective date of this amendment, whichever occurs later, replace the brace strut in accordance with the referenced service bulletin. 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 in order to comply with 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 Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. The AD revises Amendment 39-6143, AD 89-04-06, which became effective on March 28, 1989. This amendment (39-6405, AD 89-04-06 R1) becomes effective on January 3, 1990.
2020-20-08: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C, AS332C1, AS332L, AS332L1, AS332L2, and EC225LP helicopters. This AD requires, depending on helicopter configuration, installing skived polytetrafluoroethylene tape (PTFE tape) or removing PTFE tape and replacing window seals. This AD also prohibits the installation of a jettisonable cabin window unless the applicable requirements are accomplished. This AD was prompted by a report of excessive friction between the window seal and the helicopter airframe. The actions of this AD are intended to address an unsafe condition on these products.
59-06-01: 59-06-01 AERO COMMANDER: Applies to Model 500, Serial Numbers 618 Through 724 Except 700 and 718. Compliance required as indicated. I. Inspection. Within the next five hours of flight unless previously accomplished, inspect each elevator front spar in the area of the outboard hinge brackets for cracks. The elevator outboard hinge brackets must be removed for this inspection. If no cracks are found, the horizontal stabilizer must be modified as outlined in Item II. If any cracks are found in the elevator front spar, the spar must be reworked as outlined in Item III and the horizontal stabilizer must be modified as outlined in Item II. II. Modification. The horizontal stabilizer will be modified by installation of lead weights on the horizontal stabilizer front spars by incorporating Aero Design Company Kit No. Service Bulletin 57 or an equivalent approved modification. Modification of aircraft without elevator spar cracks will be accomplished within 25 flight hours, but not later than May 1, 1959. Modification of aircraft with elevator spar cracks will be accomplished immediately. III. Rework. If cracks are present, contact the Service Department, Aero Design and Engineering Company, Post Office Box 118, Bethany, Oklahoma, for rework of the elevator front spars. (Modification instructions are contained in Aero Design Service Bulletin No. 57. Rework of the elevator front spars is covered by Aero Design Salvage E.O. No. 5440000.) This Airworthiness Directive supersedes the FAA telegraphic instruction of March 12, 1959.
72-07-08: 72-07-08 GRUMMAN: Amdt. 39-1419. Applies to all Model G-159 Airplanes certificated in all categories. Compliance required as indicated unless already accomplished. To prevent jamming of the main landing gear drag brace assembly, P/N 159L10003, accomplish the following: (a) For airplanes having been inspected and modified, if necessary, in accordance with Grumman Customer Bulletin Number 99 or 217 within the last 50 hours time in service, comply with paragraph (e) below within the next 50 hours time in service after the effective date of this AD. (b) For all airplanes incorporating a new drag brace lower bearing, P/N 159LM10011-3 or -5, within the last 100 hours time in service, comply with paragraph (e) below within the next 15 hours time in service after the effective date of this AD. (c) Airplanes having been inspected and modified, if necessary, in accordance with Grumman Customer Bulletin 217A have met the requirements of this AD. (d) All airplanes that do not meet the requirements set forth in paragraphs (a), (b), or (c) above, must comply with paragraph (e) below within the next 15 hours time in service after the effective date of this AD. (e) (1) Inspect the following areas of the main landing gear drag brace assembly in accordance with Grumman Customer Bulletin 217A dated February 18, 1972 or later FAA approved revision: (a) Inner cylinder, P/N 159LM10001, for wear and galling; (b) The lower bearing, P/N 159LM10011, for wear and proper wall thickness; (c) The down lock, P/N 159LM10007, for the presence of a .030 + 010 inch radius on the 2.735 inch major diameter. (2) If bearing wear or improper wall thickness is found, before further flight, replace with a P/N 159LM10011-7 bearing. (3) If the down lock radius is absent, or if wear or galling of the inner cylinder is noted, before further flight, rework in accordance with Grumman Customer Bulletin 217A. (f) Airplanes requiring any action under sub-paragraph (e)(2) or (e)(3) above, may be flown with the landing gear in the down and locked position in accordance with FAR 21.197 to a base where the repair or modification can be accomplished. This amendment becomes effective March 30, 1972.
2020-22-12: The FAA is adopting a new airworthiness directive (AD) for certain Polskie Zaklady Lotnicze Sp. z o.o. Model PZL M28 05 airplanes. 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 defective thermo-shrinkable tubes installed on the electrical harnesses located in the fuel tanks. This AD requires a one-time inspection of the electrical harnesses located in the fuel tanks and, depending on findings, replacement of the affected harness. The FAA is issuing this AD to address the unsafe condition on these products.