Results
97-02-20: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300, A310, and A300-600 series airplanes, that requires a one-time inspection of the autopilot actuators on the pitch and yaw controls to ensure correct rigging, and re-rigging, if necessary. This amendment is prompted by a report of sudden pitch up of an airplane during cruise following disengagement of the autopilot; this condition was the result of incorrect rigging of the autopilot pitch actuator. The actions specified by this AD are intended to prevent incorrect rigging of the autopilot actuators on the pitch and yaw controls, which could result in reduced controllability of the airplane.
2010-10-01: 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: Inspection of a high time aircraft has revealed cracks in the Horizontal Stabiliser rear spar splice plate and inboard main ribs around the area of the Horizontal Stabiliser rear pivot attachment. Additionally, failure of some attach bolts in service may be due to improper assembly. This amendment is issued to clarify the model applicability. The previous amendment was issued because the requirement document now contains an inspection for cracking in horizontal stabilisers which have load transferring fittings installed. This AD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective May 10, 2010. As of March 2, 2009 (74 FR 8159; February 24, 2009), the Director of the Federal Register approved the incorporation by reference of Gippsland Aeronautics Mandatory Service Bulletin SB-GA8-2002-02, Issue 5, dated November 13, 2008, listed in this AD. We must receive comments on this AD by June 18, 2010.
90-05-01: 90-05-01 CESSNA: Amendment 39-6513. Applicability: Model 208 and 208A (Serial Numbers 20800001 thru 20800173), and 208B (Serial Numbers 208B0001 through 208B0202) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. To prevent failure of the Part Number (P/N) 2622083-18 bellcrank assembly and the resulting unexpected retraction of the flaps, accomplish the following: (a) Visually inspect the P/N 2622083-18 bellcrank assembly for cracks, deformation, and incomplete welds in accordance with Cessna Service Bulletin CAB89-34, dated December 22, 1989. (1) If any cracks or deformation are found, prior to further flight replace the P/N 2622083-18 bellcrank with an airworthy bellcrank. (2) If any incomplete welds are found, within the next 50 hours TIS replace the P/N 2622083-18 bellcrank with an airworthy bellcrank. (3) If any bellcranks are to be replaced, inspect the replacement part in accordance with Cessna SB CAB89-34 dated December 22, 1989 before installation. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An alternate method of compliance or adjustment of the initial or repetitive compliance times which provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas 67209. 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 document referred to herein upon request to the Cessna Aircraft Company, Customer Service, P.O. Box 7704, Wichita, Kansas 67217, or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6513, AD 90-05-01) becomes effective on March 5, 1990.
2010-09-06: 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 an elevator Power Control Unit (PCU) Centering Functional Check on two CL-600-2C10 aircraft, sustained oscillations were discovered when a control rod was disconnected. These sustained oscillations could render the elevator surface inoperable and cause subsequent loss of pitch control of the aircraft. * * * * * Loss of pitch control could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
95-15-02: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 airplanes, that requires an inspection of fittings of the engine mount structure to determine whether fasteners have been installed in inspection holes and to determine whether those holes are oversized. It also requires various follow-on actions, depending upon the results of the inspection. This amendment is prompted by reports indicating that fasteners were installed in the inspection hole of the engine "W" frame socket fittings and the inspection hole was oversized due to fatigue cracking. The actions specified by this AD are intended to prevent such fatigue cracking, which could lead to failure of the fasteners and consequent separation of the engine from the airframe.
95-26-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Sikorsky Aircraft-manufactured Model CH-34A, CH-34C, H-34A, HH-34J, HSS-1, HSS-1N, HUS-1, SH-34J, UH-34D, UH-34E, and UH-34J helicopters. This action requires initial and repetitive magnetic particle inspections of the main rotor shaft (shaft) for cracks, and defines power limitations for certain helicopter operations. This amendment is prompted by a recent accident in which a shaft failed, resulting in loss of power. Subsequent inspections on other aircraft of the same type revealed cracks in four additional shafts. The actions specified in this AD are intended to prevent failure of the shaft, loss of power to the rotor system, and subsequent loss of control of the helicopter.
2010-09-08: The FAA is adopting a new airworthiness directive (AD) for GE CJ610 series turbojet engines and CF700 turbofan engines with AFT Technologies combustion liners, part number (P/N) AFT-5016T30G02. This AD requires removing from service, AFT Technologies combustion liners, P/N AFT-5016T30G02. This AD results from a report of an AFT Technologies combustion liner that released a large section of the inner combustion liner and reports of six combustion liners with premature cracks. We are issuing this AD to prevent premature cracks in the combustion liner, which could release pieces of the inner combustion liner. A release of pieces of the inner combustion liner could cause an uncontained failure of the engine turbine and damage to the airplane.
2008-08-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 400) airplanes. That AD currently requires revising the airworthiness limitations section of the Instructions for Continued Airworthiness of the maintenance requirements manual (MRM) by incorporating procedures for repetitive functional tests of the pilot input lever of the pitch feel simulator (PFS) units. That AD also requires new repetitive functional tests of the pilot input lever of the PFS unit, and corrective actions if necessary; and after initiating the new tests, requires removal of the existing procedures for the repetitive functional tests from the MRM. This new AD requires revised procedures for the functional tests. This AD results from a report that the shear pin located in the input lever of two PFS units failed due to fatigue. We are issuing this AD to prevent undetected failure of the shear pins of both PFS units simultaneously, which could result in loss of pitch feel forces and consequent reduced control of the airplane. DATES: This AD becomes effective May 19, 2008. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of May 19, 2008. On March 27, 2006 (71 FR 12277, March 10, 2006), the Director of the Federal Register approved the incorporation by reference of Bombardier Alert Service Bulletin A601R-27-144, Revision A, dated February 14, 2006, including Appendix A, dated September 15, 2005. On February 13, 2004 (69 FR 4234, January 29, 2004), the Director of the Federal Register approved the incorporation by reference of Bombardier Temporary Revision 2B-1784, dated October 24, 2003, to the CL-600-2B19 Canadair Regional Jet Maintenance Requirements Manual, Part 2, Appendix B, "Airworthiness Limitations.''
93-25-11: 93-25-11 SHORT BROTHERS, PLC: Amendment 39-8776. Docket 93-NM-75-AD. Supersedes AD 93-01-06, Amendment 39-8460 which superseded AD 89-07-14, Amendment 39-6176. Applicability: Model SD3-60 series airplanes; serial numbers SH3601 through SH3691 inclusive, and SH3694; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of the structural integrity of the horizontal stabilizer attachment to the fuselage, accomplish the following: (a) Perform a visual inspection at the aft face of the rear spar web-to-boom riveting, top and bottom, between the fuselage attach fittings at 12.5 inches left and right of the airplane center line to detect loose, missing, or failed rivets in accordance with Shorts Service Bulletin SD360-55-16, dated April 1988, prior to the times specified in paragraphs (a)(1) and (a)(2) of this AD, as applicable. Repeat the inspection thereafter at intervals not to exceed 1,000 landings.(1) For airplanes on which the inspections (at the forward face of the rear spar web- to-boom riveting) required by AD 93-01-06, amendment 39-8460, have been accomplished previously and on which Modification 7948 has not been accomplished: Within 1,000 landings after the last inspection accomplished in accordance with AD 93-01-06, or within 100 landings after the effective date of this AD, whichever occurs later. (2) For airplanes on which the inspections required by AD 93-01-06 have not been accomplished previously and on which Modification 7948 has not been accomplished: Inspect prior to the times specified in paragraphs (a)(2)(i) and (a)(2)(ii) of this AD, as applicable. (i) For airplane serial numbers SH3680 through SH3691 inclusive, and SH3694; and for airplanes affected by this AD that have only used a 15-degree takeoff flap setting since before or upon reaching 5,000 landings: Prior to the accumulation of 12,000 total landings, or within 100 landings after theeffective date of this AD, whichever occurs later. (ii) For airplanes other than those affected by paragraph (a)(2)(i) of this AD: Prior to the accumulation of 8,000 total landings, or within 100 landings after the effective date of this AD, whichever occurs later. (b) If any defective rivet is found as a result of any inspection required by this AD, prior to further flight, repair in accordance with Part II of Shorts Service Bulletin SD360-55-16, dated April 1988. Following that repair, continue to perform the repetitive inspections required by paragraph (a) of this AD. (c) Modification of the horizontal stabilizer spar webs (Modification 7948) in accordance with Shorts Service Bulletin SD360-55-12, Revision 2, dated November 1986, constitutes terminating action for the repetitive inspections required by paragraph (a) of this AD. (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 inspections, repair, and modification shall be done in accordance with the following Shorts service bulletins, which contain the specified effective pages: Service Bulletin and Date Page Number Revision Level Shown on Page Date Shown on Page SD360-55-16 April 1988 1-7 Original April 1988 SD360-55-12 Revision 2 November 1986 1,4-5, 7-44 2-3, 6 2 Original November 1986 April 1986 The incorporation by reference of these documents was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of March 2, 1993 (58 FR 6085). Copies may be obtained from Short Brothers PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. 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 January 26, 1994.
96-20-04: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires modification of the passenger door lock warning system. This amendment is prompted by reports that the passenger door opened during flight due to an improperly locked door; additionally, the door warning signal was not sufficiently visible to alert the flight crew of this condition. The actions specified by this AD are intended to ensure that the flight crew is aware of an unlocked passenger door prior to takeoff of the airplane. This condition, if not corrected, could result in inadvertent opening of the passenger door while the airplane is in flight.