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2007-19-05: The FAA is adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Model 400, 400A, and 400T series airplanes. This AD requires modifying the attachment fasteners on the engine cowling panels. This AD results from several reports of loose attachment fasteners found on the engine cowling panels, and subsequently the panels either peeling back or separating from the airplane during flight. We are issuing this AD to prevent failure of the attachment fasteners on the engine cowling panels, which could result in separation of a panel from the airplane, and consequent damage to airplane structure. These conditions could adversely affect continued safe flight and landing of the airplane, or cause injury to people or damage to property on the ground.
2019-20-07: The FAA is adopting an airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD requires repetitive operational checks of the leading edge (LE) outboard (OB) slats and applicable on-condition actions. This AD also requires revising the airplane flight manual (AFM) to prohibit flap retraction under icing conditions and revising the existing maintenance or inspection program, as applicable, to incorporate a new operation check. This AD was prompted by a determination that the LE OB slat system could be out of position without flight deck annunciation. The FAA is issuing this AD to address the unsafe condition on these products.
2018-09-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-301, -321, -322, -341, and -342 airplanes; Model A340-200 series airplanes; and Model A340-300 series airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by reports of cracks on both left-hand (LH) and right-hand (RH) sides on certain frame (FR) locations. We are issuing this AD to address the unsafe condition on these products.
82-06-11 R1: 82-06-11 R1 PIPER AIRCRAFT CORPORATION: Amendment 39-4349 as amended by Amendment 39-4408. Applies to the following airplanes certificated in any category. Nose Landing Gear Inspection and Rigging (Part I of Service Bulletin) MODELS AFFECTED: SERIAL NUMBERS AFFECTED: PA-28R-201T Turbo Arrow III 28R-7703001 through 28R-7803373 PA-28RT-201T Turbo Arrow IV 28R-7931001 through 28R-8131193 Nose Landing Gear Inspection and Modification (Part II of Service Bulletin) MODELS AFFECTED: SERIAL NUMBERS AFFECTED: PA-28R-200 Arrow II 28R-7635522 through 28R-7635545 PA-28R-201 Arrow III 28R-7737001 through 28R-7837317 PA-28RT-201 Arrow IV 28R-7918001 through 28R-8118082 COMPLIANCE: Required as indicated, unless already accomplished. To prevent the inadvertent retraction of the nose landing gear, accomplish the following: A) Within the next 100 hours time-in-service after the effective date of this AD, inspect, rig and modify the nose landing gear in accordance with Piper Service Bulletin No. 724A, dated April 20, 1982, Parts I and II as applicable, except dye penetrant must be used for detection of cracks. B) Record compliance with this AD by an appropriate entry in the airplane maintenance records. This includes those airplanes where the provisions of this AD have already been accomplished. C) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. D) An equivalent method of compliance may be used when approved by the Chief, Aircraft Certification Field Office, FAA, 3400 Norman Berry Drive, East Point, Georgia 30344. Amendment 39-4349 became effective on March 25, 1982. This amendment 39-4408 becomes effective on June 16, 1982.
2007-19-02: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model MD-11, MD-11F, DC-10-30 and DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, and MD-10-30F airplanes. This AD requires measuring the electrical resistance of the bond between the No. 2 fuel transfer pump adapter surface of the fuel tank and the fuel transfer pump housing flange, and performing corrective and other specified actions as applicable. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent inadequate bonding between the No. 2 fuel transfer pump adapter surface of the fuel tank and the fuel transfer pump housing flange. Inadequate bonding could result in a potential ignition source inside the fuel tank if the fuel transfer pump and structure interface are not submerged in fuel, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2001-07-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Cessna Model 750 airplanes, that requires removal of a certain existing bulkhead web doubler, installation of left and right bulkhead web doublers, and enlargement of the lightening holes. This action is necessary to prevent jamming of the roll control system, due to inadequate clearance between the control cable and the web, which could result in reduced controllability of the airplane.
2013-07-03: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, A330-200 Freighter, A330-300, A340-200, and A340-300 series airplanes; and Model A340-541 airplanes and Model A340- 642 airplanes. This AD was prompted by reports of cracks in the bogie pivot pin caused by material heating due to friction between the bogie pivot pin and bush, leading to chrome detachment and chrome dragging on the bogie pivot pin. This AD requires repetitive detailed inspections for degradation of the bogie pivot pins and for any cracks and damage of the pivot pin bushes of the main and central landing gear; a magnetic particle inspection of the affected bogie pivot pins for corrosion and base metal cracks; and repairing or replacing bogie pivot pins and pivot pin bushes, if necessary. We are issuing this AD to detect and correct cracks and damage to the main and central landing gear, which could result in the collapse of the landing gear and adversely affect the airplane's continued safe flight and landing.
82-11-04: 82-11-04 PIPER: Amendment 39-4386. Applies to PA-31T Cheyenne/Cheyenne II (S/Ns 31T-8120036 through 31T-8120042, 31T-8120044 through 31T-8120050, 31T-8120055 and 31T-8120057), PA-31T1 Cheyenne I (S/Ns 31T-8104040 and 31T-8104041, 31T-8104043 through 31T-8104046, 31T-8104048, 31T-8104051, 31T-8104054, 31T-8104055, 31T-8104057 and 31T-8104058) and PA-31T2, Cheyenne II XL (S/Ns 31T-8166001, 31T-8166005 through 31T-8166017, 31T-8166019 through 31T-8166021, 31T-8166030 and 31T-8166031) airplanes certificated in any category. COMPLIANCE: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent possible sticking of the emergency exit window, accomplish the following: a) Modify the emergency exit window by installing Teflon tape on the emergency exit window frame in the seal area in accordance with Piper Aircraft Corporation Service Bulletin No. 733 dated January 25, 1982. b) Airplanes may be flownin accordance with FAR 21.197 to a location where this AD may be accomplished. c) An equivalent method of compliance may be used when approved by the Chief, New York Aircraft Certification Office, FAA, Federal Building, JFK International Airport, Jamaica, New York 11430. This amendment becomes effective on June 3, 1982.
2007-19-01: We are adopting a new 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: To prevent the cockpit door windows separating from their frames, * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-19-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of cracks within the ring gears of a slat geared rotary actuator (SGRA) resulting from a change in the raw material manufacturing process. This AD requires replacement of affected parts with serviceable parts, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.