Results
2015-22-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of spoiler and elevator computer (SEC) latent failures; an undetected loss of a SEC in flight will result in loss in redundancy for elevator control. This AD requires revising the After Start Normal Procedures section of the airplane flight manual (AFM) to provide procedures that will address this loss of redundancy. We are issuing this AD to ensure that the flightcrew has procedures to address loss of redundancy of SEC 1 and SEC 2. A SEC failure, in conjunction with a loss of trimmable horizontal stabilizer (THS) electrical control due to jamming or rupture, could result in failure of an elevator and aileron computer, and consequent loss of elevator control and reduced control of the airplane.
68-08-08: 68-08-08 LYCOMING: Amendment 39-584. Applies to VO, IVO-360 Series: VO, TVO-435 Series; IGSO-480 Series excluding models IGSO-480-A1D6, -A1E6, -A1G6; VO, IVO, TIVO-540 Series engines which incorporate the P/N 76289 hydraulic valve lifter. Compliance required as indicated. To prevent further valve failures replace hydraulic lifter P/N 76289 with P/N 78289 at the time in service specified below: (a) TVO-435, VO-540, IVO-540, and TIVO-540 Series engines shall comply within 50 hours' time in service after the effective date of this AD. (b) VO-360, VO-435, and IGSO-480 Series engines with less than 600 hours' time in service on P/N 76289 as of the effective date of this AD, shall comply prior to the accumulation of 650 hours' time in service on P/N 76289. (c) VO-360, IVO-360, VO-345, and IGSO-480 Series engines with 600 or more hours' time in service on P/N 76289 as of the effective date of this AD shall comply within the next 50 hours' time in service. (NOTE: Lycoming Service Bulletin No. 314A provides serial numbers of new and factory remanufactured engines which have the P/N 76289 hydraulic valve lifter.) This amendment effective May 19, 1968.
2015-22-08: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, and A320 series airplanes. This AD was prompted by a cracked upper cardan in the main landing gear (MLG). This AD requires revising the maintenance or inspection program, as applicable, to reduce the life limits for the MLG upper cardan for certain installations. We are issuing this AD to prevent failure of the upper cardan in the MLG, which could result in MLG collapse and subsequent damage to the airplane and injury to occupants.
2000-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 and 767 series airplanes, that requires repetitive functional tests of the directional pilot valve (DPV) of the thrust reversers to detect pneumatic leakage, and corrective action, if necessary. This amendment is prompted by a report of a latent failure mode of the fail-safe features of the thrust reverser system identified as possible leakage of the DPV that is due to a poppet being jammed slightly open or a leaking o-ring. The actions specified by this AD are intended to ensure the integrity of the fail-safe features of the thrust reverser system by preventing possible failure modes, which could result in inadvertent deployment of a thrust reverser during flight, and consequent reduced controllability of the airplane.
79-02-06: 79-02-06 CESSNA: Amendment 39-3395. Applies to Cessna Model 152 (Serial Numbers 15279406 through 15282919) and Model A152 (Serial Numbers A1520735 through A1520845) airplanes having Cessna original equipment type exhaust systems installed. COMPLIANCE: Required as indicated unless already accomplished. To preclude contamination of cabin heater air with carbon monoxide, accomplish the following: A) Before next flight, except that the airplane may be flown with the cabin heat in the "OFF" position to a location where this inspection may be accomplished: 1. Unless previously accomplished per AD 78-21-01, visually inspect the clearance between the exhaust pipe and cowl opening. Minimum clearance must be .375 inch in the fore and aft direction and .625 inch in the lateral direction with a smooth transition between. Enlarge cowl opening as required to obtain this clearance. 2. Visually inspect the interior of the heater muffler, through the tailpipe, for the presence of a perforated baffle system using a flashlight or other aid to illuminate the interior of the heater muffler. If no baffle system is present, the heater muffler is acceptable and the further inspections and actions required by paragraph A)3 of this AD are not required. If an internal baffle system is present, remove the cowling to gain access to the exhaust system. Determine whether the exhaust system is a KMR Industries Part Number 1-1000, or an Alternate Elano Part Number EL099001-060 by examination of the nameplate which is located between the hose connections on the aft side of the heater shroud on the KMR system or comparison of the exhaust system configuration with those depicted in Figures 64 and 65 of the Model 152 and A152 Illustrated Parts Catalog. If the system is the Alternate Elano system, the present heater muffler is acceptable and the further inspections and actions specified in paragraph A)3 of this AD are not required. 3. If the exhaust system is a KMR Industries assembly: a) Prior to further flight, safety wire the cabin heat valve control arm in the closed position by securing it to the engine mount using .032 diameter safety wire. b) Within the next 10 hours time-in-service and within each 50 hours time-in-service thereafter: 1. Remove the engine cowling and the KMR Industries heat exchanger shroud. 2. Using a 5-power, or greater, magnifying glass, visually inspect the heater muffler can for any cracks around the tailpipe and along the three lines of spot welds on the surface of the heat exchanger can itself. 3. If the heater muffler can is found cracked, prior to next flight: (i) Replace it with a heater muffler having a serial number 4000 or above; or (ii) Repair and reinstall heater mufflers having cracked or completely pulled-through spot welds and/or closed cracks that do not extend under the end plates and do not exceed 3 inches continuous length, by heli-arc weldingin accordance with the following: 1. Use rod material compatible with titanium stabilized 321 stainless steel. 2. It is not necessary to reattach the can to the baffle at pulled-through spot welds if the can and baffle are separated. In this case, it is only necessary to close the hole or crack in the can at the spot weld location. 3. Disconnect the hose between the heat exchanger shroud and the firewall cabin heat valve at the cabin heat valve and safety wire it to the engine mount tube so that 1.5 inches of the hose extends below the fuselage through the cowl air exit hole and to the right of the nose gear. Install the hose clamp on the valve end of the hose so that it grips the wire supported section of the hose. Route the safety wire between the clamp and the hose to secure the clamp and hose to the engine mount. 4. After installation of a new KMR Industries heater muffler having a serial number 4000 or above, obliterate the existing exhaust system serial number located on the nameplate attached to the shroud. B) Upon installation of a KMR Industries heater muffler can having a serial number 4000 or above and incorporation of a dam in the heat exchanger shroud in accordance with Cessna Service Kit 152-3, the cabin heat system may be reactivated and the inspection required by Paragraph A)3.b) discontinued. NOTE: (The serial number will be stamped on a flange of the replacement heat exchanger can.) C) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Cessna Service Letter SE78-71 dated December 1, 1978, or later revisions, pertains to this subject. This AD supersedes AD 78-21-01 which became effective October 6, 1978 (43 FR 49298, 49299) to all persons except those to whom it had already been made effective by airmail letter from the FAA dated September 18, 1978. This amendment becomes effective on January 25, 1979 to all persons except those to whom it has already been made effective by airmail letter from the FAA dated December 1, 1978.
2015-22-04: We are adopting a new airworthiness directive (AD) for all Fiberglas-Technik Rudolf Lindner GmbH & Co. KG Models G103 TWIN ASTIR, G103 TWIN II, and G103A TWIN II ACRO gliders. 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 a broken bell-crank installed in the air brake control system. We are issuing this AD to require actions to address the unsafe condition on these products.
91-04-05: 91-04-05 BRITISH AEROSPACE: Amendment 39-6889. Docket No. 90-NM-235-AD. Applicability: Model ATP series airplanes, Serial Numbers 2002 through 2018, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the loss of all DC electrical power, accomplish the following: A. Within 60 days after the effective date of this AD, disconnect the stall warning contoured airframe heaters from the essential 28V DC busbars and reconnect them to the nonessential busbars, in accordance with the Accomplishment Instructions in British Aerospace Service Bulletin ATP-27-18, Revision 1, dated January 31, 1990. B. 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, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. 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 British Aerospace, PLC, Librarian for Service Bulletins, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington 98055-4056. This amendment (39-6889, AD 91-04-05) becomes effective on March 18, 1991.
2015-17-21: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-535E4-37, RB211-535E4-B-37, and RB211-535E4- C-37 turbofan engines. This AD requires reducing the cyclic life limits for certain high-pressure turbine (HPT) disks, removing those disks that have exceeded the new life limit, and replacing them with serviceable parts. This AD was prompted by RR updating the life limits for certain HPT disks. We are issuing this AD to prevent failure of the HPT disk, which could result in uncontained disk release, damage to the engine, and damage to the airplane.
2000-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 767-200, -300, and -300F series airplanes. This action requires a functional check of the shear rivets in all six elevator power control actuator (PCA) bellcrank assemblies to determine the condition of the shear rivets, and replacement or rework of the bellcrank assemblies, if necessary. This action is necessary to detect and correct any failed or partially yielded shear rivets of the elevator PCA bellcrank assemblies. Failure of two bellcrank assemblies on one side can result in that single elevator surface moving to a hardover position independent of pilot command resulting in a significant pitch upset recoverable by the crew. Failure of three bellcrank assemblies on one side may result in loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
79-19-12: 79-19-12 CESSNA: Amendment 39-3574. Applies to Model 441 (Serial Numbers 441-0001 through 441-0109) airplanes. COMPLIANCE: Required as indicated unless already accomplished. To preclude an unplanned engine stoppage, accomplish the following: A) Prior to the next flight 1) Rewire the engine control wiring in accordance with the instructions provided by Cessna Propjet Service Information Letter PJ79-27, dated July 30, 1979. 2) Temporarily insert the following procedures, which supersede the existing procedures of the same subject in Section 4 of Revision 6 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, and operate the airplane in accordance with these insertions: GROUND OPERATIONS ENGINE CLEARING PROCEDURE Natural draining of fuel and fuel vapors from the engine will occur by allowing the engine to remain static for a minimum of three minutes. If a motoring procedure is preferred: 1. Battery Switch - ON.2. Engine Stop Button - PUSH momentarily to close electric fuel shutoff. 3. Ignition Override Switch - CHECK OFF. 4. Propeller - CLEAR and on start locks. CAUTION: Use of the Starter Motor Switch prior to pushing the engine stop button will result in unwanted fuel in the engine and a possible engine start-up. Ensure that fuel and ignition are shut off prior to activating the Starter Motor Switch. 5. Starter Motor Switch - LIFT cover guard and hold switch in desired position until engine reaches 15% RPM. 6. Battery Switch - OFF. NOTE: Do not attempt a restart until EGT is less than 200 degrees C. Do not exceed starter duty cycle presented in Section 2. INFLIGHT ENGINE CLEARING PROCEDURE NOTE: The STARTER MOTOR switch is deactivated in flight. Engine rotation is accomplished through use of the unfeathering pump switch. Natural draining of fuel and fuel vapors from the engine will occur by allowing the engine to remain static for a minimum of 30 seconds. 1. Engine Stop Button - PUSH momentarily to close electric fuel shutoff. 2. Ignition Override Switch - CHECK OFF. 3. Condition Lever - TAKEOFF, CLIMB AND LANDING. CAUTION: Use of the Unfeathering Pump Switch prior to pushing the engine stop button will result in unwanted fuel in the engine and a possible engine start-up. Ensure that fuel and ignition are shut off prior to activating the Unfeathering Pump Switch. Do not allow the engine to continuously NTS between 18% and 28% RPM. 4. Unfeathering Pump Switch - ACTUATE and hold until 10% to 15% RPM is achieved. 5. Condition Lever - EMER. SHUTOFF. NOTE: Do not attempt a restart until EGT is less than 200 degrees C. NOTE: This Airworthiness Directive, or a duplicate thereof may be used as a temporary amendment to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual and carried in the aircraft as a part of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual until replaced by a permanent copy of Revision 7, dated August 7, 1979, to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, which is attached to Cessna Propjet Service Information Letter PJ79-24, dated August 7, 1979. B) 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 October 1, 1979.