Results
2012-16-09: We are superseding two existing airworthiness directives (AD) for all Embraer S.A. Model ERJ 170 and ERJ 190 airplanes. Those ADs currently require revising the airplane flight manual (AFM) to introduce limitations for the use of auxiliary power unit (APU) bleed and to prohibit dispatch with a failed air management system (AMS) controller card. This new AD requires replacing the AMS controller processor module with one containing new software, and a new AFM revision. This AD was prompted by reports of the possible loss of automatic activation of the engine inlet ice protection system. We are issuing this AD to prevent the possibility of a right-hand (RH) engine compressor stall after the APU becomes the active bleed source for the left side, which may result in an engine failure; and to prevent the intermittent communication failure between the AMS controller cards and both secondary power distribution assemblies (SPDAs), which could lead to the loss of automatic activation ofthe engine inlet ice protection system when flying in icing conditions, which could result in ice accretion in the engine inlet and subsequent dual engine failure.
98-07-02: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International CFM56-2, -3, -3B, and -3C series turbofan engines. This action requires the removal from service of certain No. 3 bearing rear stationary air/oil seals, replacement with serviceable parts, and the installation of retention bushings. This action also requires the removal from service of high pressure compressor rotor (HPCR) stage 1-2 spools that have contacted the outer cone of the seal. This amendment is prompted by several reports of outer cone separation of the No. 3 bearing rear stationary air/oil seal. The actions specified in this AD are intended to prevent rubs between the outer cone of the No. 3 bearing rear stationary air/oil seal and the HPCR stage 1-2 spool, which could result in a potential uncontained failure of the HPCR stage 1-2 spool, and damage to the aircraft.
78-06-01: 78-06-01 TELEDYNE CONTINENTAL MOTORS: Amendment 39-3153 as amended by Amendment 39- 3193 is further amended by Amendment 39-3397. Applies to model TSIO-520-J and TSIO-520-N engines not previously fitted with improved elbow tube TCM P/N 642590, installed in, but not limited to, Cessna models 340A and 414. Also applies to Cessna model 340 as modified by STC's SA1881SW or SA186NW. Compliance is required as indicated except that the initial 25-hour inspection specified in paragraph A-2 is not required for Cessna aircraft manufactured after April 1, 1978. To prevent a separation of flexible elbow TCM P/N 635930 from the left hand (L.H.) No. 2 cylinder intake tube and possible engine malfunctions or stoppage, accomplish the following: A. 1. Within the next 12 months after the effective date of this amendment, replace induction system intake tube TCM P/N 629138 with new intake tube TCM P/N 642590. After the intake tube has been replaced with the new tube TCM P/N 642590, inspections required by paragraph A.2 do not apply. 2. Within the next 25 hours time in service after the effective date of this A.D., unless already accomplished, and thereafter at each 100 hours time in service, accomplish the following: (i) Inspect the L.H. elbow installation for full engagement over intake manifold tube and intercooler nipple beads with the hose clamps properly located behind nipple beads. (ii) Check torque of 30 to 35 inch pounds on left flexible intake manifold clamps (Cessna P/N U-84-270-SH) and intercooler clamps (Cessna P/N U-94-260-SH or B35A-21P). On aircraft which use TCM clamps (P/N 631972) at these joints, check for torque of 25 to 30 inch pounds. On Riley conversions which use Riley P/N 631972 clamps on these joints, check for 30 to 35 inch pounds. (iii) Upon request of the operator, an FAA maintenance inspector may adjust the repetitive inspection interval up to a maximum time between inspections of 125 hours to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. 3. The inspections required by paragraph A-2 may be discontinued once the intake tube has been replaced with new tube TCM P/N 642590. B. Alternate methods of compliance may be acceptable if approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, Atlanta, Georgia. C. Appropriate maintenance record must be made in accordance with FAR 43.9. Amendment 39-3153 became effective March 14, 1978. Amendment 39-3193 became effective immediately upon publication. This amendment 39-3397 becomes effective January 24, 1979.
2012-16-12: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 707 airplanes, and Model 720 and 720B series airplanes. This AD was prompted by reports of cracking of the midspar fittings, and of the engine and nacelle strut separating from the airplane. This AD requires performing a detailed inspection of the midspar fittings of the nacelle strut to confirm that the correct part number is installed, and installing the correct part number if necessary; performing repetitive high frequency eddy current (HFEC) inspections of the midspar fittings of the nacelle strut for cracks, and repair if necessary; and performing repetitive general visual inspections of the nacelle struts to verify that the nacelle strut has not drooped below its normal position, applying the droop stripe to the nacelle strut and sailboat fairing if necessary, and performing repair if necessary. We are issuing this AD to detect and correct cracking of the midspar fitting, which could result in separation of the nacelle strut and engine from the airplane while in flight, and consequent loss of controllability of the airplane.
72-08-04: 72-08-04 HARTZELL: Amdt. 39-1427. Applies to all models of Hartzell T10173( ) and T10176( ) type blades including serial numbers listed below installed on Hartzell HC-B3TN-2, HC-B3TN-3, HC-B3TN-5, HC-B3TF-7, and HC-B4TN-3 series propellers used on United Aircraft of Canada PT6A-, AiResearch TPE331- and Allison 250-B type engines. Blade Serial Numbers All serial numbers without prefix letters, all serial numbers prefixed with letter "A" and all serial numbers with prefix letter "B" up to serial No. B85887, except for the following serial numbers: A97324 B63327 B80895 B82883 A97352 B63354 B80908 B82891 A98330 B63431 B80911 B82894 B38602 B63441 B80988 B82895 B39183 B69570 B82181 B82898 B39356 B71482 B82182 B82900 B40809 B71483 B82215 B82902 B40828 B75009 B82565 B82905 B41002 B75037 B82566 B82908 B41387 B75322 B82577 B84129 B41886 B76844 B82579 B84168 B41893 B76847 B82586 B84169 B44241 B76865 B82595 B84187B44343 B78383 B82598 B84192 B49153 B78386 B82599 B84193 B53160 B78428 B82603 B84222 B53246 B79430 B82607 B84227 B53249 B79435 B82685 B84230 B53264 B79454 B82694 B84243 B63036 B80547 B82699 B84245 B63039 B80548 B82706 B84254 B63122 B80553 B82710 B84294 B63127 B80698 B82711 B63131 B80715 B82876 B63294 B80717 B82878 Compliance required as indicated, unless already accomplished. A. To prevent propeller blade failures, accomplish the following: 1. Propellers with a total of 1400 or more hours in service, inspect in accordance with paragraph (A)(5) within the next 100 hours in service after the effective date of this directive. If no cracks are found, shot peen propeller blade balance hole and service in accordance with Hartzell Bulletin No. 97, dated 1 December 1971, or equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. 2. Propellers with less than 1400 total hours in service, inspect in accordance with paragraph (A)(5) prior to the accumulation of 1500 total hours in service. If no cracks are found, shot peen propeller blade balance hole and service in accordance with Hartzell Bulletin No. 97, dated 1 December 1971, or equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. 3. Propellers whose total hours in service are unknown will be assumed to have a total of 1400 hours minimum and thus fall within the requirements for inspection and shot peening in accordance with paragraph (A)(1). 4. Propellers whose total time in service is unknown, inspect each blade for cracks by dye penetrant method or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Eastern Region, in the area of 2 to 6 inches outboard of the blade clamp (excluding the de-icers), within the next 15 hours' time in service after the effective date of this directive. Reinspect every 15 hours' time in service from last inspection until the inspection and shot peening requirements in accordance with paragraph (A)(1) are accomplished. If a cracked blade is found, remove and replace propeller before further flight with a propeller having blades to which this AD does not apply or have been inspected and altered in accordance with this directive. 5. Remove propeller from the aircraft and remove blades from hub. If lead wool is installed in balance hole, remove in accordance with Hartzell Bulletin No. 97 dated 1 December 1971, or equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. Inspect interior surfaces of balance hole for cracks in accordance with Hartzell Bulletin No. 97, Appendix "B", dated 1 December 1971, or equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. Replace any cracked blades before flight with blades to which this AD does not apply or which have been inspected and altered in accordance with this directive. B. Propeller blade retirement for Beech 99 and A99 type aircraft. This applies only to blades affected by this directive. 1. Within 1500 hours' time in service after accomplishment of the inspection and shot peening requirements in accordance with paragraph (A)(1), remove the propeller(s) from the aircraft. Remove the blades from the hub, and replace with T10173- Category II type blades in accordance with instructions in Hartzell Overhaul Manual 118. Replaced blades must be retired from any further service in aircraft. 2. Propellers which have not been inspected and shot peened in accordance with paragraph (A)(2) as of the effective date of this directive may comply with the blade replacement requirements of paragraph (B)(1), in lieu of compliance with the requirements in paragraph (A)(2). (Hartzell Letter to Propeller Repair Stations dated 21 January 1972 pertains to this subject.) This AD supersedes AD 71-26-04.This amendment is effective April 11, 1972.
2012-16-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-500 series airplanes. This AD was prompted by reports of chem-mill step cracking on the aft lower lobe fuselage skins. This AD requires inspections of the fuselage skin at the chem- mill steps, and repair if necessary. We are issuing this AD to detect and correct cracking on the aft lower lobe fuselage skins, which could result in decompression of the airplane.
98-04-30: This action confirms the effective date of Airworthiness Directive (AD) 98-04-30, which applies to Glaser-Dirks Flugzeugbau GmbH Model DG-500M gliders. AD 98-04-30 requires repetitively inspecting the propeller mounting plate for cracks, replacing any cracked propeller mounting plate, and modifying the bolt connections of the propeller mounting plate. This AD was the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified in this AD are intended to prevent the propeller mounting plate from separating from the glider, which could result in propeller separation and possible loss of control of the glider.
2022-06-05: The FAA is superseding Airworthiness Directive (AD) 2021-15-52 which applied to various restricted category helicopters originally manufactured by Bell Textron Inc. with a certain main rotor hub strap pin (pin) installed. AD 2021-15-52 required removing certain outboard pins from service and prohibited installing them on any helicopter. This AD expands the applicability to all affected pins, regardless if they are outboard or inboard. This AD also requires inspecting the removed pin for any deformation and if it is deformed, removing the mating strap fitting (fitting) from service. This AD was prompted by the discovery that AD 2021-15-52 inadvertently limited its applicability to only outboard pins when, in fact, all pins are subject to the unsafe condition and the determination that a deformed pin may have damaged the fitting. Finally, this AD updates the current type certificate holder information as reflected in the type certificate data sheet (TCDS) and expands the applicability of AD 2021-15-52. The FAA is issuing this AD to address the unsafe condition on these products.
47-51-10: 47-51-10 BEECH: Applies to D18C-T Serial Numbers AA-8, AA-9, AA-11, AA-13, AA-16, and AA-18. Compliance required prior to March 1, 1948. Replace the present windshield glass with birdproof glass in accordance with Beech Drawing No. 407-185500, Pilot's Windshield and Window Installation. (Beech Service Bulletin D18C-4 covers this same subject.)
90-12-07: 90-12-07 BEECH: Amendment 39-6612. Docket No. 90-CE-05-AD. Applicability: Beech 99 Series (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 12 calendar months after the effective date of this AD, unless already accomplished. To preclude the loss of wing attachment integrity due to undetected wing-attach bolt stress corrosion accomplish the following: (a) Replace any existing steel wing-attach bolts and nuts with Inconel wing-attach bolts and nuts in accordance with the instructions in Beech Structural Inspection and Repair Manual, P/N 98-39006, dated December 20, 1984, or revisions thereto through Revision A4, dated May 1, 1987. (b) Immediately after installation of any new Inconel nut in the lower, forward wing attachment per paragraph (a) of this AD, except those specially marked with Part No. 81790- 1414, visually inspect the nut for cracks in accordance with the instructions in Beech Mandatory Service Bulletin 2248, dated February 1988. Prior to further flight, replace any nut found cracked with a specially marked Part No. 81790-1414 nut per Figure 2 of the above referenced Service Bulletin. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (d) An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Beech Aircraft Corporation, Commercial Service, Department 52, Wichita, Kansas 67201-0085; or may examine these documentsat the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6612, AD 90-12-07) becomes effective on July 2, 1990.
2010-10-13: 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: During the removal of the wing removable leading edge on a BAe 146 aircraft for a repair (not related to the subject addressed by this AD), corrosion was found on the wing fixed leading edge structure. The investigation determined that the existing scheduled environmental and fatigue inspections would not have detected the corrosion or fatigue damage. Corrosion or fatigue damage in this area, if not detected and corrected, could lead to degradation of the structural integrity of the wing. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
98-06-33: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 1000 through 4000 series airplanes, that requires replacing certain flexible hydraulic hoses that connect to the UP-port of the actuator of each main landing gear (MLG) with certain new flexible hoses that have built-in restrictor check-valves. This amendment is prompted by results of tests, which indicate that, for airplanes on which restrictor check-valves are not installed, sudden movement of the actuator of the MLG, which could occur under extreme inward sideload conditions (such as touching down at a large crab angle), may pressurize the downlock-actuator and lift the MLG toggle-links. The actions specified by this AD are intended to prevent such pressurization of the downlock-actuator and consequent lifting of the toggle-links, which could result in collapse of the MLG and reduced controllability of the airplane during landing.
2009-02-01: The FAA is adopting a new airworthiness directive (AD) for certain CASA Model C-212-DF airplanes. This AD requires a one-time conductivity inspection to determine the material used in manufacturing outer to center wing attachment fittings; and one-time inspections to detect cracks on affected fittings, and corrective action if necessary. This AD results from reports of cracks found in outer to center wing attachment fittings. We are issuing this AD to detect and correct cracks on the upper and lower fittings in both outer and center wings, which could result in reduced structural integrity of the airplane.
98-06-38: This amendment adopts a new airworthiness directive (AD) that applies to Alexander Schleicher Segelflugzeugbau (Alexander Schleicher) Model ASK-21 sailplanes that do not have a certain automatic elevator connection installed. This AD requires drilling a drainage hole in the elevator pushrod, inspecting the elevator pushrod for corrosion damage, and replacing any elevator pushrod if a certain amount of corrosion damage is found. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent failure of the elevator pushrod caused by corrosion damage, which could result in loss of control of the sailplane.
68-23-03: 68-23-03 AERO COMMANDER: Amendment 39-680. Applies to the Model 100 aircraft, Serial Numbers 1 through 300 and Model 100-180 aircraft, Serial Numbers 5001 through 5100. Compliance required within the next 10 hours of flight after the effective date of this airworthiness directive unless already accomplished. To prevent further engine operation with improper octane fuel, remove existing fuel tank filler placard and install new placard in accordance with Service Bulletin S1014 dated September 30, 1968, or later FAA approved revision or in a manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, unless already accomplished. Placard supplied with Service Bulletin. This amendment becomes effective November 9, 1968.
2012-15-16: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8 series airplanes. This AD was prompted by reports that various pushrods had been manufactured with tubes having the incorrect heat treatment. This AD requires replacing the affected pushrod assembly. We are issuing this AD to prevent loss of rudder control, reduced directional control of the airplane on the ground, or a jammed nose landing gear (NLG) door that could prevent the NLG from retracting or extending.
92-18-02: 92-18-02 BRITISH AEROSPACE: Amendment 39-8346. Docket No. 92-NM-49-AD. Applicability: Model ATP series airplanes; serial numbers 2001 through 2045, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss (shut-down) of electronic flight instruments system (EFIS) displays, accomplish the following: (a) Within 180 days after the effective date of this AD, install fixed fittings, Modification 10248C, and filter units, Modification 10248A, in the electrical power supplies to the main and side windscreen heater system at the rear of the EFIS control panel, in accordance with British Aerospace Service Bulletin ATP-30-20-10248A/-10248C, Revision 1, dated February 17, 1992. (b) 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) 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. (d) The installation shall be done in accordance with British Aerospace Service Bulletin ATP-30-20-10248A/-10248C, Revision 1, dated February 17, 1992, which contains the following list of effective pages: Page Number Revision Level Date 1-27, 1 February 17, 1992 Odd pages 29 to 97, 99-103 Even pages 28 to 98 (Not used) 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. 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. (e) This amendment becomes effective on November 20, 1992.
98-06-27: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires installation of additional "EXIT" signs at the overwing emergency exits. This amendment is prompted by a report indicating that the "EXIT" signs for the overwing emergency exits, as currently installed, would not be visible to passengers during an emergency evacuation when the emergency exit doors are open. The actions specified by this AD are intended to ensure the "EXIT" signs for overwing emergency exits are clearly visible during an evacuation.
82-15-05: 82-15-05 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4420. Applies to Lockheed-California Company Model L-1011 Series airplanes, certificated in all categories. Compliance required within six months from the effective date of this AD, unless already accomplished for items B and C, and within twelve months for item A. To prevent APU electrical power supply cable arcing resulting from chafing or abrasion, accomplish the following: A. Install wire harness shield per Part 2 of Lockheed-California Company L-1011 Service Bulletin 093-25-254 dated October 25, 1976, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. B. Perform a one-time inspection of the APU feeder cable harness J130 for clearance from stringer No. 42, and install a cable harness support if found necessary in accordance with Part 2 of Lockheed-California Company L-1011 Service Bulletin 093-53-182 dated June 18, 1980, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. C. Perform a one-time inspection of each APU feeder cable harness No. J130 and harness No. X043, and install wire harness support(s) if found necessary in accordance with Part 2 of Lockheed-California Company L-1011 Service Bulletin 093-24-097 dated November 20, 1980, or revision 1 dated July 31, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. 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. E. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. The manufacturer's specifications and procedures identified and described in this directive areincorporated 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 from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at FAA Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168; or Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. This amendment becomes effective August 27, 1982.
2012-15-17: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B4-603, B4-605R, and B4-622R airplanes; Model A300 C4-605R Variant F airplanes; and Model A300 F4-600R series airplanes. This AD was prompted by a report that chafing was detected between the autopilot electrical wiring conduit and the wing bottom skin. This AD requires modifying the wiring installation on the right-hand wing. We are issuing this AD to prevent sparking due to electrical chafing when flammable vapors are present in the area, which could cause an uncontrolled fire. [[Page 47274]]
2009-04-09: 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: There have been reports of inter-rivet cracking on several wing front spar adapter assemblies (P/N C6WM1027-1) on the horizontal and vertical flanges. It was determined that the cracking was caused by stress corrosion in the short transverse grain initiated by local riveting induced stresses. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-06-39: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model AS 332C, L, L1, and L2 helicopters. This action requires determining the thickness of the shim washers, inspecting certain cockpit door hinge tenons (hinge tenons) for cracks, and if a crack is found, replacing the hinge tenon with an airworthy hinge tenon. This amendment is prompted by several reports of cracked hinge tenons due to improper shimming. The actions specified in this AD are intended to detect cracks in the hinge tenons due to unintended loading of the improperly shimmed tenons caused by closing the door, which may lead to separation of the door from the helicopter, impact with the main rotor or tail rotor system, and subsequent loss of control of the helicopter.
78-11-06: 78-11-06 BEECH: Amendment 39-3226. Applies to Model 65-A90, B90 and C90 (Serial Numbers LJ-114 through LJ-705), and Model E90 (Serial Numbers LW-1 through LW-141) airplanes incorporating Beechcraft H-14 autopilot installations with a 13.5 inch diameter elevator servo bellcrank. To preclude possible failure of the elevator control cable, unless already accomplished. A) Before the next flight, except for those airplanes previously modified in accordance with Beech Modification Kit Number 90-9067-1S, open the aft fuselage belly access door and locate the autopilot elevator servo bellcrank at F.S. 319.00, located to the left of centerline. Measure the bellcrank and if it measures 10 inches or less no further action is required. If the bellcrank measures 13.5 inches or larger (groove to groove), visually inspect the primary elevator control cable, the pulley bracket at F.S. 340.00, the autopilot servo cable, and autopilot bellcrank in accordance with Beech Service Instructions No. 0988, or later approved revisions. If there is no evidence of cable rubbing or damage to the airplane, no further immediate action is required. 1. If rubbing of the elevator cable is noted, but no damage has occurred. a. Disconnect and remove the autopilot servo cable from the airplane. b. Install a locally fabricated placard in plain view of the pilot indicating "AUTOPILOT INOPERATIVE". 2. If fraying of the elevator cable or other damage is noted: a. Replace the elevator cable and repair or replace any other damaged parts. b. Accomplish paragraphs A)1.a. and 1.b. B) If not previously accomplished, on or before September 1, 1978, modify the servo mount of any Beechcraft H-14 elevator autopilot servo having a 13.5 inch diameter or larger bellcrank in accordance with Beech Modification Kit Number 90-9067-1S, or later approved revisions. Upon the completion of this modification any autopilot made inoperative under paragraphs A)1. orA)2. of this AD may be returned to service and the "AUTOPILOT INOPERATIVE" placard removed. C) Aircraft may be flown in accordance with 21.197 to a base where the inspection required by this AD can be accomplished, after coordination with the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective June 8, 1978, to all persons except those to whom it has already been made effective by air mail letter from the FAA dated May 4, 1978.
2011-19-01 R1: We are revising an existing airworthiness directive (AD) that applies to all Airbus Model A318, A319, A320, and A321 series airplanes. The existing AD currently requires revising the airplane flight manual (AFM) to include a procedure intended to address the unsafe condition, an inspection of the firewall connector for signs of arcing if an integrated drive generator (IDG) (or generator (GEN)) was shut down in-flight automatically or using the AFM procedure, and corrective action if necessary; and provides an optional terminating action for certain AFM revision and inspections. This AD was prompted by the potential for an inadvertent error by flightcrew to use the IDG switch instead of the GEN switch when doing the AFM display unit failure procedure required by the existing AD. This AD retains the actions required by the existing AD and clarifies certain terminology. We are issuing this AD to prevent transient loss of certain systems, which could result in the reduced abilityof the flightcrew to cope with adverse flight conditions.
2006-23-05: The FAA is adopting a new airworthiness directive (AD) for all Cessna Model 750 airplanes. This AD requires inspecting the inboard- hinge brackets of the left and right elevators for cracking, and doing related investigative and corrective actions if necessary. This AD results from a report of cracking found on the elevator inboard-hinge brackets. We are issuing this AD to detect and correct cracking of the elevator inboard-hinge brackets, which could result in structural failure of the elevators and consequent loss of control of the airplane.