Results
94-11-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 and MD-11F series airplanes. This action requires modification of the external power feeder cable clamping installation. This amendment is prompted by reports of damage to the external power feeder cables located under the forward cargo compartment floor, which was caused by excessive cable length and/or maintenance personnel stepping on the cables. The actions specified in this AD are intended to prevent arcing from occurring under the forward cargo compartment floor as a result of damaged external power feeder cables, a situation that could lead to a fire at this location.
2008-24-09: We are superseding an existing 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: An A330 operator reported a shroud box bottom panel missing during a routine inspection. The same panel detached from an A330 aircraft during take-off, causing damage to the surrounding structure and to the Trimmable Horizontal Stabilizer (THS) tip fairing. The inspection indicated the blind rivets used to attach the panel worked loose causing fatigue damage with crack propagation through the fastener line resulting in panel detachment * * *. * * * Three additional events of panel loss have been experienced on in service aircraft already inspected in accordance with the AD requirements * * *. We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-24-10: 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 follows: There have been several reported incidents of high altitude, dual engine flameout on JT15D-5 engine powered aircraft operating in certain meteorological conditions. Subsequent to the investigation of incidents, review of the engine design has revealed that the Fuel Control Hydro Mechanical Unit (HMU) P3 servo can be exposed to excessive moisture and freezing. We are issuing this AD to prevent engine flameouts of one or both engines, caused by excessive moisture and freezing in the P3 servo during certain flight conditions.
83-22-03: 83-22-03 CANADAIR: Amendment 39-4756. Applies to Canadair Model CL-600-1A11 airplanes, serial numbers 1005 through 1008 and 1010 through 1056, certificated in all categories. Compliance required as indicated, unless already accomplished. A. To ensure the structural integrity of the bulkhead at F.S. 409.00, incorporate modifications in accordance with Canadair Service Bulletin 600-0124, dated March 23, 1982, within the next 25 hours time in service after the effective date of this AD or upon accumulation of 1175 total flying hours, whichever is later. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective November 7, 1983.
82-08-05 R1: 82-08-05 R1 WING: Amendment 39-4370 as amended by Amendment 39-4428. Applies to Model D-1 (S/Ns 003 and 005 through 009) airplanes certificated in any category. COMPLIANCE: Required prior to further flight, unless already accomplished. To prevent a potential cabin fire hazard, accomplish the following: (a) Deactivate the cabin heater by removing wire H3A18 from the main electrical bus. Stow and insulate the removed wire end. (b) Install a placard in full view of the pilot adjacent to the cabin heater control in letters 1/8-inch high which reads as follows: "DO NOT USE CABIN HEATER" (c) Upon incorporation of the modifications contained in Wing Aircraft Company Service Bulletin No. SB 1033, dated April 9, 1982, the requirements of paragraphs (a) and (b) of this AD are not necessary and the cabin heater may be returned to service by reconnecting wire H3A18 to the main electrical bus and removing the placard "DO NOT USE CABIN HEATER." (d) A special flight permit may be issued in accordance with FAR 21.197 to operate aircraft with cabin heater OFF to a base for the accomplishment of this AD. (e) Any equivalent method of compliance with this AD, if used, must be approved by the Chief, Federal Aviation Administration, Western Aircraft Certification Field Office, Northwest Mountain Region, P.O. Box 92007, World Way Postal Center, Los Angeles, California 90009; telephone (213) 536-6352. Amendment 39-4370 became effective on May 3, 1982, to all persons except those to whom it had already been made effective by a priority letter from the FAA dated April 6, 1982, and is identified as AD 82-08- 05. This Amendment 39-4428 becomes effective August 4, 1982.
2003-09-04 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet series 100 & 440) airplanes, that currently requires revising the airworthiness limitations section of the Instructions for Continued Airworthiness by incorporating new structural inspection intervals for the pressure floor skin of the center fuselage at fuselage stations 460 and 513; repair if necessary; and submission of inspection findings to the airplane manufacturer. This amendment terminates the reporting requirement and includes a provision to allow removal of the referenced service information when the information specified in it is included in the general revisions of the maintenance manual. The actions specified in this AD are intended to detect and correct in a timely manner fatigue cracks of the pressure floor skin of the center fuselage at fuselage stations 460 and 513, which could result in failure of the pressure floor skin and consequent rapid decompression of the airplane during flight. This action is intended to address the identified unsafe condition.
2020-12-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports that during airplane wing fatigue testing, fatigue cracks were found on the lower right- hand-side wing plank at the end of the integrally machined stringers, which led to a determination that new or more restrictive airworthiness limitations are necessary. This AD requires, for certain airplanes, 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.
2008-20-05: This amendment supersedes an existing airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model 600N helicopters. The AD currently requires modifying the fuselage aft section within the next 24 months to strengthen the tailboom attachment fittings and upper longerons. This amendment retains the current required modification and adds the following requirements: Repetitively inspecting the tailboom attachment fittings; installing inspection holes and attachment bolt washers; modifying both access covers; and replacing broken attachment bolts. These additional requirements were inadvertently omitted from the current AD. This amendment is prompted by the need to correct our mistake and continue the repetitive inspections of the tailboom attachment fittings until the fuselage aft section is modified. This series of ADs is prompted by an accident due to failure of the tailboom attach points resulting in loss of control of the helicopter. The actions specified by this AD areintended to prevent failure of the tailboom attachment fittings, separation of the tailboom from the helicopter, and subsequent loss of control of the helicopter.
65-04-03: 65-04-03 CANADAIR: Amdt. 39-29 Part 39 Federal Register February 4, 1965. Applies to Model CL-44D4 aircraft. Compliance required as indicated. To prevent further failures of the elevator antiflutter gear box strut that could result in punctured elevator ribs or limited elevator travel, accomplish the following: (a) For aircraft having shafts P/N's 44A167729-4 and 44A167729-6 in the elevator antiflutter gear box strut assemblies with less than 5,400 hours' time in service on the effective date of this AD, comply with (c) prior to the accumulation of 5,450 hours' time in service, unless already accomplished within the last 250 hours' time in service, and at intervals thereafter not to exceed 300 hours' time in service from the last inspection. (b) For aircraft having shafts P/N's 44A167729-4 and 44A167729-6 in the elevator antiflutter gear box strut assemblies with 5,400 or more hours' time in service on the effective date of this AD, comply with (c) within the next50 hours' time in service after the effective date of this AD, unless already accomplished within the last 250 hours' time in service, and at intervals thereafter not to exceed 300 hours' time in service from the last inspection. (c) Remove the elevator control spring loaded strut assemblies, P/N's 44A167734-2 and 44A167734-6 and disassemble the shaft assemblies and inspect the shafts, P/N's 44A167729- 4 and 44A167729-6 for cracks using dye penetrant in conjunction with at least a 10-power glass or an FAA-approved equivalent. NOTE - When inspecting the shafts, particular attention should be directed at the location of the washer, P/N 44A28833. (d) Replace cracked parts with a new part of the same part number or an FAA- approved equivalent before further flight, except that the aircraft may be flown in accordance with the provisions of FAR 21.197 to the base where the repairs are to be accomplished. (e) Replacement shafts shall be inspected for cracks in accordance with(c) within 5,400 hours' time in service, and at intervals thereafter not to exceed 300 hours' time in service, from the last inspection. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This directive effective February 4, 1965.
2020-16-09: The FAA is superseding Airworthiness Directive (AD) 2009-25-09 for Eurocopter France (now Airbus Helicopters) Model SA330F, G, and J helicopters. AD 2009-25-09 required re-adjusting the torque of the main gearbox (MGB) flexible coupling bolts. Since the FAA issued AD 2009-25- 09, Airbus Helicopters has modified the MGB overhaul and repair procedures, which corrects the unsafe condition. Additionally, the FAA- validation for Model SA330F and G helicopters has been cancelled. This new AD retains the requirements of AD 2009-25-09 and revises the applicability by excluding Model SA330F and G helicopters and excludes MGBs that have been subject to the modified procedures. The actions of this AD are intended to address an unsafe condition on these products.