Results
2009-06-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A321-131 airplanes. This AD requires repetitive ultrasonic inspections to detect cracks in the wing inner rear spars at the attachment holes of the Main Landing Gear (MLG) forward pintle fitting, the actuator cylinder anchorage fitting, and rib 5 fitting; and repair of the sealant or repair of any crack. This AD results from a finding that certain A321-131 airplanes may not reach the design life goal due to differences in thickness of the inner rear spars and that fatigue cracks may develop on inner rear spars starting from the fastener holes for the attachment of gear rib 5, the forward pintle fitting, and the actuating cylinder anchorage on these airplanes. We are issuing this AD to detect and correct such fatigue cracks, which could result in reduced structural integrity of the airplane.
2009-06-01: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC 155B and EC155B1 helicopters. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI states that "the Airworthiness Directive (AD) is prompted by the discovery of a short circuit evidence in hoist connector "24 Delta'' even though the hoist was removed from the rotorcraft. The short circuit generated sufficient heat to ignite the paint on the cooler support cowling near the hoist cut-off connector "24 Delta.'' This condition, if not corrected, could result in a fire in this area which could propagate to surrounding zones.'' This AD requires actions that are intended to address this unsafe condition.
2009-05-08: This amendment adopts a new airworthiness directive (AD) for the Trimble or FreeFlight Systems 2101 I/O Approach Plus global positioning system (GPS) navigation system (2101 I/O Approach Plus system) that requires a software upgrade for this system. This amendment is prompted by an incident that led to the discovery of several annunciation errors with the 2101 I/O Approach Plus system. The actions specified by this AD are intended to prevent a pilot from making an unsafe decision based on erroneous information provided by the 2101 I/O Approach Plus system, which could result in loss of control of the aircraft.
80-19-06: 80-19-06 GROUPEMENT d'INTERET ECONOMIQUE (AIRBUS INDUSTRIE): Amendment 39-3891. Applies to Type A300 airplanes, all models, certificated in all categories, not incorporating AI Modification No. 1909/AI Service Bulletin No. A300-57-065, dated December 15, 1977. Compliance required as indicated, unless already accomplished. To prevent in-flight loss of wing slat closing plates, accomplish the following: (a) Within the next 20 flights after the effective date of this AD, or prior to accumulation of 800 flights since new, whichever occurs later, and at intervals thereafter not exceeding 1,400 flights, except as provided in paragraph (b) of this AD, since the previous inspection, until modified in accordance with AI Service Bulletin No. A300-57-065, dated December 15, 1977, or an FAA-approved equivalent, visually inspect No. 1 L.H. and R.H. wing slat closing plate assemblies for cracks in the piano hinges, for failure of rivets, and for cracks or distortion at spring strutattachment lugs, in accordance with Accomplishment Instructions, subparagraph 2.A., Inspection, of AI Alert Service Bulletin No. A300-57-063, Revision No. 1, dated September 5, 1977, or an FAA-approved equivalent. (b) If, during any inspection required by paragraph (a) of this AD, piano hinge cracks of less than 2.0 inches in length are found, verify that the pin of the piano hinge is complete and correctly installed and repeat the inspection required by paragraph (a) of this AD, within the next 800 flights and at intervals thereafter not exceeding 800 flights since the previous inspection, or, alternatively, proceed as prescribed in paragraph (c) of this AD. (c) If, during any inspection required by this AD, hinge rivet failures, piano hinge cracks of 2.0 inches in length or greater, or cracks or distortion of the spring strut attachment brackets are found, before further flight, except that the airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a place where the work can be performed, accomplish the following: (1) Incorporate the modification specified in AI Service Bulletin No. A300- 57-065, dated December 15, 1977, or an FAA-approved equivalent; (2) For hinge rivet failures, and for hinge cracks of or greater than 2.0 inches in length, replace rivets or replace hinge, as appropriate, in accordance with subparagraph 2.C., Replacement of Cracked Hinges, of AI Service Bulletin No. A300-57-063, Revision No. 1, dated September 5, 1977, or an FAA-approved equivalent; and (3) For cracks or distortion of the spring strut attachment brackets, replace the closing plate with a serviceable plate of the same part number in accordance with applicable portions of paragraph 2, Accomplishment Instructions, of AI Alert Service Bulletin No. A300-57- 063, Revision 1, dated September 5, 1977, or an FAA-approved equivalent. (d) For purposes of this AD, one flight is one takeoff and landing cycle. (e) For purposes of thisAD, an FAA-approved equivalent may be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. This amendment becomes effective September 17, 1980.
2021-13-12: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-1A11 (600), CL-600-2A12 (601), and CL- 600-2B16 (601-3A, 601-3R and 604 Variants) airplanes. This AD was prompted by reports of corrosion on the passenger door internal structure of in-service airplanes. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
2009-06-14: The FAA is adopting a new airworthiness directive (AD) for certain Fokker Model F.27 Mark 050 airplanes. This AD requires measuring the length of the extended portion of the sliding member of the main landing gear, performing an inspection for the presence of lockwiring, and doing corrective actions if necessary. This AD results from a report that the sliding member of the main landing gear has been overextended after landing. We are issuing this AD to detect and correct improper installation of the lockwire on the two lockbolts that hold the sliding member end stop, which could result in structural damage of the main gear and loss of control of the airplane during the landing roll, due to main landing gear overextension.
2009-06-07: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. Model AB139 and AW139 helicopters. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI states: "Operators had reported a number of occurrences of in-flight losses of cockpit door windows, both left and right side. This condition, if not corrected, could result in damage to critical components." The actions specified by this AD are intended to require that cockpit door windows (windows) be replaced with re-designed windows to prevent a window from separating from the helicopter, contacting the tailboom or tail rotor, resulting in loss of control of the helicopter.
2009-05-10: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A330, A340-200, and A340- 300 series airplanes. That AD currently requires repetitive inspections of a certain bracket that attaches the flight deck instrument panel to the airplane structure; related investigative and corrective actions if necessary; and replacement of the existing bracket with a titanium- reinforced bracket, which ends the repetitive inspections in the existing AD. This new AD adds requirements only for airplanes on which the existing bracket was replaced with a titanium-reinforced bracket in accordance with the existing AD. The additional requirement is a one- time inspection to determine if certain fasteners are broken or cracked, and corrective actions if necessary. This AD results from a report that incorrect torque values could damage the bracket. We are issuing this AD to prevent a cracked bracket. Failure of this bracket, combined with failure of thehorizontal beam, could result in collapse of the left part of the flight deck instrument panel, and consequent reduced controllability of the airplane. DATES: This AD becomes effective April 14, 2009. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of April 14, 2009. On February 8, 2007 (72 FR 256, January 4, 2007), the Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD.
2009-05-07: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. 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: Some operators have reported occurrences where the rear stick- pusher cable clamp shifted forward on the elevator cable. This condition, if not corrected, may reduce the effectiveness of the stick-pusher and/or limit elevator control movement. Ambiguous information in the adjustment procedure for the stick- pusher cable tension and stick-pusher cable tension relaxation with time were identified as contributing factors. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-05-11: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 777-200 and -300 series airplanes. The existing AD currently requires revising the airplane flight manual (AFM) to include in-flight procedures for pilots to follow in certain cold weather conditions and requires fuel circulation procedures on the ground when certain conditions exist. This new AD retains the fuel circulation procedures. This new AD also revises the AFM procedures required by the existing AD. This AD results from a report of a single-engine rollback as a result of ice blocking the fuel oil heat exchanger. We are issuing this AD to prevent ice from accumulating in the main tank fuel feed system, which, when released, could result in a restriction in the engine fuel system. Such a restriction could result in failure to achieve a commanded thrust, and consequent forced landing of the airplane.