Results
98-18-19: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-90-30 series airplanes. This action requires a one-time inspection of the actuator attach bolts of the elevator load feel (ELF) located under the forward cockpit floor, and corrective actions, if necessary. This amendment is prompted by a report indicating that, during manufacture of an airplane, an actuator attach bolt of the ELF was installed improperly. The actions specified in this AD are intended to ensure that the actuator attach bolts are installed properly. Improper installation of such bolts could result in disconnection of the ELF mechanism, and consequent loss of pitch control of the airplane.
2017-23-01: We are superseding Airworthiness Directive (AD) 2016-13-14, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2016-13-14 required an inspection to determine if certain left and right main landing gear (MLG) retract actuator rod ends were installed, repetitive liquid penetrant inspections (LPIs) of affected left and right MLG retract actuator rod ends, and corrective actions if necessary. This new AD retains the actions specified in AD 2016-13-14 and also requires replacement of the left and right MLG retract actuator rod ends. This AD was prompted by a report of a cracked MLG retract actuator rod end. We are issuing this AD to address the unsafe condition on these products.
2017-23-03: We are superseding Emergency Airworthiness Directive (AD) 2017-21-51 for all Engine Alliance (EA) GP7200 series turbofan engines. AD 2017-21-51 was sent previously to all known U.S. owners and operators of GP7200 series turbofan engines. AD 2017-21-51 required visual inspections of all fan hubs for damage. This AD retains the same required actions as AD 2017-21-51 and clarifies the compliance requirements. This AD was prompted by the failure of a GP7200 fan hub. We are issuing this AD to address the unsafe condition on these products.
81-12-03: 81-12-03 BELL HELICOPTER TEXTRON (BHT): Amendment 39-4125. Applies to all Model 214 series helicopters certified in all categories (Airworthiness Docket No. 81-ASW- 24). To prevent possible failure of main rotor spindle attachment pin retention bolts, P/N EWB26-10H90, accomplish the following: (a) Unless Bell Helicopter Textron Alert Service Bulletin 214-81-17 has been previously complied with, within the next 50 hours' time in service after the effective date of this AD: (1) Remove and inspect each of the four main rotor spindle attachment pin retention bolts, P/N EWB26-10H90, for evidence of corrosion. (2) Replace all bolts exceeding 1,200 hours' time in service or showing evidence of corrosion. (3) When installing the bolts, assure that each bolt is installed using corrosion prevention compound MIL-C-16173 grade 1 or 2 or equivalent on the shank of the bolt. Wipe threads clean prior to installing the nuts. Torque the nut to 150 foot-pounds. (b) Bolts, P/N EWB26-10H90, now have a 1,200 hour retirement. Record the 1,200 hour retirement life in the aircraft records. (c) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. (d) In accordance with FAR 21.197, flight is permitted to a base where the inspection and repairs required by this AD may be accomplished. This amendment becomes effective June 11, 1981.
2005-22-12: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80E1 series turbofan engines installed on Airbus Industrie A330 series airplanes. This AD requires a check of the holding torque of the thrust reverser actuation system (TRAS) locks, and if necessary a visual inspection of the TRAS lock flexible drive shafts, within 10 flight cycles after all aborted takeoffs in which the thrust reverser was deployed. This AD results from reports of operators finding several damaged TRAS lock flexible drive shafts during inspections and checks of the drive shafts. We are issuing this AD to prevent inadvertent in-flight deployment of the thrust reverser, which can result in loss of control of the airplane.
2011-09-51: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This emergency AD was sent previously to all known U.S. owners and operators of PIAGGIO AERO INDUSTRIES S.p.A (Piaggio) Model PIAGGIO P-180 airplanes. 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: Prompted by reports of water accumulated in the lower part of the fuselage on a number of Piaggio Model P.180 aeroplanes, which resulted in jamming of the flight controls, on 17 December 2010, the Federal Aviation Administration (FAA), the authority of the State of Registry of the affected aeroplanes, issued Emergency AD 2011-01-51 to require an immediate functional test of the fuselage drain holes and a report of the results to the FAA. That AD was later superseded, on 20December 2010, by FAA Emergency AD 2011-01-53. This condition, if not detected and corrected, could, when the aeroplane reaches and holds an altitude where the temperature is below the freezing point, cause the flight controls to freeze and jam, possibly resulting in loss of control of the aeroplane. Since these AD actions were taken, Piaggio Aero Industries, the type design approval holder and manufacturer of these aeroplanes, have published Alert Service Bulletin (SB) 80-0324, which describes the same inspection, testing and correction instructions as contained in the FAA Emergency AD. EASA AD 2010-0269-E required the inspection and functional testing of the fuselage drain holes, corrective actions depending on findings, and reporting of the findings to Piaggio Aero Industries. Following issuance of EASA AD, another event of in-flight blockage of flight controls was reported by an operator. The aeroplane was already compliant with EASA AD 2010-0269-E, and during accomplishment of the AD required inspection no discrepancies had been noted, nor water or ice accumulation were reported. As a consequence, additional drain holes were not drilled. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
98-18-11: This amendment adopts a new airworthiness directive (AD), applicable to Schweizer Aircraft Corporation and Hughes Helicopters, Inc. Model 269A, 269A-1, 269B, 269C, 269D, and TH-55A helicopters, that requires a visual inspection of the bond line between the main rotor blade abrasion strip (abrasion strip) and the blade for voids, separation, or lifting of the abrasion strip; a visual inspection of the adhesive bead around the perimeter of the abrasion strip for erosion, cracks, or blisters; a tap (ring) test of the abrasion strip for evidence of debonding or hidden corrosion voids; and removal of any blade with an unairworthy abrasion strip and replacement with an airworthy blade. This amendment is prompted by four reports that indicate that debonding and corrosion have occurred on certain blades where the abrasion strip attaches to the blade skin. The actions specified by this AD are intended to prevent loss of the abrasion strip from the blade and subsequent loss of control of the helicopter.
98-18-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Britten-Norman Ltd. (PBN) BN-2, BN-2A, BN-2B, and BN-2A MK. 111 series airplanes that are equipped with a PBN Modification NB/M/256, 50A generator system. This AD requires inspecting the airplanes that are equipped with a 50A generator system for a 70A generator. If a 70A generator is installed, this AD requires replacing the 70A generator with a 50A generator, or (for the BN-2, BN-2A, and BN-2B series only) upgrading the airplane generator system to a 70A system to match the 70A generator. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to detect and correct damage to the components of the electrical system, which could result in electrical system failure during critical phases of flight.
79-13-07: 79-13-07 SWEARINGEN : Amendment 39-3503. Applies to Models SA226-T, S/N T201 through T291 except T276; Model SA226-T(B), S/N T276, and T292 through T302; Model SA226-AT, S/N AT001 through AT071; Model SA226-TC, S/N TC201 through TC286. Compliance is required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. In the event the aircraft is located where the modification cannot be accomplished within the required hours' time in service after the effective date of this AD, a special flight permit pursuant to FAR 21.197 may be issued to allow ferrying of the aircraft to a facility where the required modification can be accomplished. To prevent inside latches of nose baggage compartment door from becoming disengaged by shifting baggage, accomplish the following unless already accomplished: (a) Install striker plates on the nose baggage door frames and covers over the inside doorlatches in accordance with Swearingen Aviation Corporation Service Bulletin SB 52-007 revised May 29, 1979, or an FAA approved equivalent. (b) The manufacturer's instructions identified and described in this directive are incorporated 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 the Director of Products Support, Swearingen Aviation Corporation, P.O. Box 32486, San Antonio, Texas 78284. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective June 28, 1979.
98-17-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Textron Lycoming and Teledyne Continental Motors reciprocating engines that had crankshafts repaired by Nelson Balancing Service, Repair Station Certificate No. NB7R820J, Bedford, Massachusetts, that requires removal from service of affected crankshafts, or a visual inspection, magnetic particle inspection, and dimensional check of the crankshaft journals, and, if necessary, rework or removal from service of affected crankshafts and replacement with serviceable parts. This amendment is prompted by reports of crankshafts exhibiting heat check cracking of the nitrided bearing surfaces which led to crankshaft cracking and subsequent failure. The actions specified by this AD are intended to prevent crankshaft failure due to cracking, which could result in an inflight engine failure and possible forced landing.