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2016-10-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes equipped with General Electric engines. This AD was prompted by reports of cracking in barrel nuts on a forward engine mount of Model 747-8 airplanes, which shares a similar design to the forward engine mount of Model 787- 8 and 787-9 airplanes. This AD requires, for certain airplanes, replacement of the four barrel nuts of the forward engine mount on each engine. For certain other airplanes, this AD requires an inspection to determine if any forward engine mount barrel nut having a certain part number is installed; and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct cracking of the forward engine mount barrel nuts. Such cracking could result in reduced load capacity of the forward engine mount and could result in separation of an engine from the airplane and consequent loss of control of the airplane.
77-02-04: 77-02-04 BEECH: Amendment 39-2813 as amended by Amendment 39-2842. Applies to the following Beech Models and Serial Numbers of airplanes if equipped with wing tip strobe lights, except those airplanes having Grimes Manufacturing Company (Grimes) P/Ns 30-1467-1, 30-1467-3, 30-1467-5, 30-0467-5, 30-0531-1 or 30-0692-1, Symbolic Displays P/Ns 701148-7-2, 30-0002, 30-0005, 30-0005A, 30-0005-1, 701303, 30-0218-1, 30-0218-2, 30-0020, or 30-0028, and Whelen Engineering Company P/Ns A429, A429PR, A429PG, A430, A450, A460, A460A, or A500 wing tip strobe lights installed. MODELS SERIAL NUMBERS E55 and E55A TE-768 thru TE-903 A56TC TG-84 thru TG-94 58 and 58A TH-1 thru TH-302 60 and 60A P-3 thru P-222 65-B80 LD-270 thru LD-480 70 LB-1 thru LB-35 B90 and C90 LJ-318 thru LJ-502 E90 LW-1 95-B55 and 95-B55A TC-1299 thru TC-1525 100 and A100 B-1 thru B-157 Compliance: Required as indicated, unless already accomplished. To preclude wing tip explosion, within thenext 100 hours' time in service after the effective date of this AD, accomplish the following: 1. Visually inspect the wing tip strobe lights to determine whether Grimes P/N 30-0669-1 or Hoskins P/N 30-0187-21 strobe lights or any other strobe lights other than those excepted above are installed. 2. On those airplanes having non-explosion proof strobe lights such as Grimes Manufacturing Co. P/N 30-0669-1, Hoskins P/N 30-0187-21 or strobe lights other than those excepted by this AD, deactivate the strobe light system by installing a guard over the switch, by pulling and blocking the circuit breaker so that it cannot be inadvertently reset, or by any other suitable means. 3. Systems having Grimes Manufacturing Co. P/N 30-0669-1 or Hoskins P/N 30-0187-21 strobe lights, may be reactivated upon the installation of either Grimes Manufacturing Company P/N 30-1467-1 explosion proof strobe lights in accordance with Beechcraft Service Instructions 0800-362 or later approved revisions, or upon the installation of any explosion proof strobe lights excepted by this AD. 4. Do not reactivate strobe light installations, other than those modified per Paragraph 3, until data showing that the strobe lights are explosion proof have been submitted to and approved by the Chief, Engineering and Manufacturing Branch or Division of the FAA Region issuing the original strobe light approval. 5. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-2813 became effective February 24, 1977. This amendment 39-2842 becomes effective March 3, 1977.
2009-10-04: We are adopting a new airworthiness directive (AD) for the products listed above to supersede an existing AD. 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 case was reported where the NLG leg of a DA 40 aircraft failed in the area of the nose gear leg pivot axle. The affected airplane was mostly operated on grass runways and used for training operations. The investigation showed that the failure was due to a fatigue crack that had developed in the pivot axle. Subsequent material inspections determined that these cracks may also develop on other aircraft, depending on the type of operation. This condition, if not detected and corrected, could lead to further cases of NLG failure, possibly causing damage to the aircraft and injuries to occupants. To address and correct this unsafecondition, ACG issued AD A-2005-005 to require repetitive inspections of the NLG leg and, in case cracks are found, replacement of the NLG leg with a serviceable unit. Since that AD was issued, Diamond Aircraft Industries developed a redesigned NLG leg which is not affected by the cracking phenomenon addressed by AD A-2005-005. We are issuing this AD to require actions to correct the unsafe condition on these products.
2003-18-08: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that requires electrical conductivity testing to verify the correct heat treatment of the two half fittings holding the ejection jack for the ram air turbine (RAT). This action is necessary to prevent decreased structural integrity of the two half fittings and loss of the RAT during extension, which could lead to reduced controllability of the airplane in the event of a dual engine failure, or in the event of loss of two or all hydraulic systems. This action is intended to address the identified unsafe condition.
70-23-03: 70-23-03\tBOEING: Amendment 39-1105 as amended by Amendment 39-1115. The following airworthiness directive, applicable to all operators of Boeing 747 airplanes is effective immediately upon receipt of telegram dated October 23, 1970. Because of three reported incidents of the pilot's or first officer's instrument panel assemblies sliding aft and producing control column interference, one of the following alternate actions is to be accomplished within 25 flight hours in service after receipt of this telegram: \n\t(1)\tInstall placard on captain and first officer instrument panel stating "Check panel security before take-off." Or \n\t(2)\tIncorporate a check item in flight crew aircraft acceptance check list stating "Check security of captain and first officer instrument panels." Or \n\t(3)\tIn the maintenance program include security of captain and first officer instrument panel as a "required inspection item" whenever the panels are disturbed, subject to the approval of the assigned principal inspector. \n\tEquivalent methods of compliance must be referred to the Chief, Aircraft Engineering Division, FAA Western Region. \n\tAs an alternative action to (1), (2), or (3), secondary safety latches may be installed in accordance with Boeing Service Bulletin 31-2005, dated November 13, 1970, or later FAA approved revision. Accomplishment of this modification will constitute of itself compliance with this AD. \n\tAmendment 39-1105 became effective upon publication in the Federal Register for all person except those to whom it was made effective immediately by telegram dated October 23, 1970. \n\tThis amendment 39-1115 becomes effective December 4, 1970.
47-10-32: 47-10-32 LOCKHEED: (Was Service Note 2 of AD-763-3.) Applies Only to Model 49 Serial Numbers 2021 to 2067, Inclusive. At each periodic inspection, examine the upper wing surface forward of the aileron beam and just outboard of Station 458 joint for the presence of buckles. If serious buckles are found the skin in that area should be replaced and gussets added. After the entire affected area (approximately 5 inches x 36 inches) has been reworked in this manner, no further periodic inspections will be required. (LAC Service Instruction 49/SI-26 covers this same subject.)
47-47-03: 47-47-03 PIPER: (Was Mandatory Note 7 of AD-780-3.) Applies to All PA-12S Seaplanes Equipped With Edo 89-2000 Floats. Compliance required by January 15, 1948. Racking loads imposed by rough water operation can result in damage to the airplane fuselage structure. The following inspection and modification, therefore, is necessary: 1. Inspect fuselage members to which the float braces are attached, particularly in the left side truss. Any parts damaged or bent shall be properly repaired or replaced. 2. Install wire pulls (Edo P/N 89-S-176) inboard at the lower end of the front and rear float struts and add the diagonal brace wires (Edo P/N 92-S-200-9) between the floats. (Edo Service Bulletin No. 4 dated September 5, 1947, contains detailed instructions for this change.)
2016-10-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracked antenna support channels, skin cracking underneath the number 2 very high frequency (VHF) antenna, and cracking in the frames attached to the internal support structure. This AD requires repetitive inspections to determine the condition of the skin and the internal support structure, and follow-on actions including corrective action as necessary. We are issuing this AD to detect and correct skin cracking of the fuselage. Such cracking could result in separation of the number 2 VHF antenna from the airplane and rapid depressurization of the cabin.
47-20-08: 47-20-08 ERCO: (Was Mandatory Note 16 of AD-718-6.) Applies to 415-C, -CD and -D Aircraft. Compliance required prior to July 1, 1947. (a) Install a new battery box drain tube to extend at least 1/2 inch below the fuselage belly skin if this has not been already incorporated in the airplane. (b) Examine the fuselage structure and controls carefully for corrosion. If corrosion is found on the structure, the affected areas should be washed with an alkaline solution and followed by a thorough clear water rinse. Corroded controls should be replaced. (c) Examine the baggage compartment for deterioration. If damage is evident, wash the affected area with a diluted alkaline solution and rinse with clear water. Reinforce any damaged areas with 10 1/2-ounce single filled water-resistant canvas, double sewn with 16-4 glace finished thread. (d) Install decalcomania (Erco P/N 415-54062) on the top of the battery box cover. (Ercoupe Service Department Memorandum No. 44 dated February 17, 1947, and Ercoupe Service Department Bulletins No. 8 dated May 24, 1946, and No. 22, dated February 3, 1947, also cover the above subjects.)
2003-14-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires repetitive detailed inspections to detect cracked, corroded, or stained collar fittings on both inboard trailing edge flaps; and follow-on corrective actions, if necessary. This amendment expands the applicability in the existing AD, and adds repetitive inspections for discrepancies of the collar fittings, torque tube, and splined bushings on both inboard trailing edge flaps; and follow-on and corrective actions, if necessary. The actions specified by this AD are intended to prevent failure of the collar fittings, which could result in separation of the inboard trailing edge flap and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
91-18-21: 91-18-21 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 8025. Docket No. 91-NM-43-AD. Applicability: Model DHC-7 series airplanes; Serial Numbers 53 through 57, 59, and 60; certificated in any category. Compliance: Required within one year after the effective date of this AD, unless previously accomplished. To prevent jamming of the flaps and reduction of airplane controllability, accomplish the following: (a) Replace the left- and right-hand wing flap track No. 4 forward support fittings in accordance with the Accomplishment Instructions of de Havilland Service Bulletin No. 7-27-37, dated October 28, 1981. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, New York Aircraft Certification Office. (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. (d) The replacement requirements shall be done in accordance with de Havilland Service Bulletin No. 7-27-37, dated October 26, 1981. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; at the FAA, New England Region, New York Aircraft Certification Office, 181 S. Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8025, AD 91-18-21) becomes effective on October 15, 1991.
2024-20-07: The FAA is adopting a new airworthiness directive (AD) for various helicopters modified by certain supplemental type certificates (STCs) that approve the installation of an emergency float kit or an emergency float with a liferaft kit. This AD was prompted by the results of an accident investigation and subsequent reports of difficulty pulling the emergency float kit activation handle installed on the pilot cyclic. This AD requires repetitively inspecting the pull force on the float activation handle and for certain model helicopters, this AD also requires and replacing certain part-numbered float inflation reservoirs (reservoirs) and pull cable assemblies (cables) with other part-numbered reservoirs and cables. Finally, this AD prohibits installing certain part-numbered reservoirs and cables on specific helicopters. The FAA is issuing this AD to address the unsafe condition on these products.
90-12-04 R1: 90-12-04 R1 BOEING: Amendment 39-8668. Docket 93-NM-43-AD. Revises AD 90-12-04, Amendment 39-6621 which superseded AD 88-01-08, Amendment 39-5827. \n\n\tApplicability: Model 757 series airplanes, listed in Boeing Alert Service Bulletin 757-30A0013, Revision 6, dated March 25, 1993, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent undetected failure of the anti-ice system which could ultimately result in unacceptable ice build-up on the wings or engine inlets, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Alert Service Bulletin 757-30A0013, Revision 5, dated September 7, 1989: Accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD. \n\n\t\t(1)\tWithin the next 300 hours time-in-service after February 4, 1988 (the effective date of AD 88-01-08, Amendment 39-5827), perform a functional test of the wing and engine cowl anti-ice control and indication system, in accordance with Section III, Part I of Boeing Alert Service Bulletin 757- 30A0013, Revision 5, dated September 7, 1989. Repeat this functional test thereafter at intervals not to exceed 300 hours time-in-service until the modification required by paragraph (a)(2) of this AD is accomplished. \n\n\tNOTE 1: Paragraph (a)(1) of this AD restates the requirements of AD 88-01-08, Amendment 39-5827, paragraph A. As allowed by the phrase, "unless accomplished previously," if the requirements of AD 88-01-08 have been accomplished previously, paragraph (a)(1) of this AD does not require that the initial inspection be repeated. \n\n\t\t(2)\tWithin the next 3,000 hours time-in-service after July 9, 1990 (the effective date of AD 90-12-04, Amendment 39-6621), modify and test the wing and engine cowl anti-ice control and indication system in accordance with Section III, Parts II, III, IV, V, VI, and VII, as applicable, of Boeing Alert Service Bulletin 757-30A0013, Revision 5, dated September 7, 1989; or Section III, Parts II, III, IV, V, VI, VII, and VIII, as applicable, of Revision 6, dated March 25, 1993. Accomplishment of this modification constitutes terminating action for the repetitive testing requirement of paragraph (a)(1) of this AD. \n\n\tNOTE 2: Paragraph (a)(2) of this AD restates the requirements of AD 90-12-04, Amendment 39-6621, paragraph B. As allowed by the phrase, "unless accomplished previously," if the requirements of AD 90-12-04 have been accomplished previously, paragraph (a)(2) of this AD does not require that the modification be repeated. \n\n\t(b)\tFor airplanes listed in Boeing Alert Service Bulletin 757-30A0013, Revision 6, dated March 25, 1993, that are not subject to paragraph (a) of this AD: Accomplish the requirements of paragraphs (b)(1) and (b)(2) of this AD. \n\n\t\t(1)\tWithin the next 300 hours time-in-service after the effective date of this AD, perform a functional test of the wing and engine cowl anti-ice control and indication system, in accordance with Section III, Part I, of Boeing Alert Service Bulletin 757-30A0013, Revision 6, dated March 25, 1993. Repeat this functional test thereafter at intervals not to exceed 300 hours time-in-service until the modification required by paragraph (b)(2) of this AD is accomplished. \n\n\t\t(2)\tWithin the next 3,000 hours time-in-service after the effective date of this AD, modify and test the wing and engine cowl anti-ice control and indication system in accordance with Section III, Parts II, III, IV, V, VI, VII, and VIII, as applicable, of Boeing Alert Service Bulletin 757-30A0013, Revision 6, dated March 25, 1993. Accomplishment of this modification constitutes terminating action for the repetitive testing requirement of paragraph (b)(1) of this AD. \n\n\t(c)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operatorsshall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tThe tests and modifications shall be done in accordance with Boeing Alert Service Bulletin 757-30A0013, Revision 5, dated September 7, 1989, or Boeing Alert Service Bulletin 757-30A0013, Revision 6, dated March 25, 1993, as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may beinspected 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. \n\n\t(f)\tThis amendment becomes effective on October 13, 1993.
2016-09-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, -200 Freighter, and -300 series airplanes; and Model A340-200 and -300 series airplanes. This AD was prompted by reports that cracks were found on an adjacent hole of certain frames of the center wing box (CWB). This AD requires removing fasteners, doing a rototest inspection of fastener holes, installing new fasteners, oversizing the holes and doing rototest inspections for cracks if necessary, and repairing any cracking that is found. We are issuing this AD to detect and correct cracking on certain holes of certain frames of the CWB that could affect the structural integrity of the airplane.
46-23-02: 46-23-02 ERCO: (Was Mandatory Note 5 of AD-718-6.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 113 to 263, Inclusive. The flexible hose in the engine breather line should be inspected immediately. If the inner liner of this hose is an amber color, it is susceptible to contraction and possible clogging. Hose which shows evidence of clogging should be replaced at once by hose supplied by Erco or by equivalent hose such as AN 884 or AN 878. If hose has an amber lining but is still in satisfactory condition, it may be continued in service for a maximum of 25 hours, whereupon it must be replaced by satisfactory hose as described above. (Erco Service Department Memorandum No. 11 dated February 1, 1946, covers this same subject.)
48-14-01: 48-14-01 PIPER: Applies to PA-12 Aircraft Serial Numbers 12-1 Through 12-1869; 12- 1872; 12-1873; 12-1878; 12-1879; 12-1881; 12-1883; 12-1885 Through 12-1921; 12-2001 Through 12-2008; 12-2010 Through 12-2012; 12-2016; 12-2017; 12-2036 Through 12-2038; 12- 2042; 12-2043; 12-2047; 12-2050; 12-2051. Compliance required prior to August 1, 1948. To prevent possible fuel leakage at the connection of the elbow fitting with the rear fuel valve, replace elbow with Piper P/N 11610. (Piper Service Bulletin No. 104 dated January 30, 1948, covers this same subject.)
77-18-05: 77-18-05 SWEARINGEN : Amendment 39-3030. Applies to all Model SA226T, -AT, and -TC airplanes incorporating a variable authority nose wheel steering system which utilizes a Talley P/N 1399T100-5 or -7 actuator. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To assure the variable authority nose gear steering system will not jeopardize the safe operation of a Model SA226T, -AT, or -TC airplane, it should be disabled in accordance with Swearingen Aviation Corporation Service Bulletin SB 32-012, dated June 20, 1977, or later FAA approved revision, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. 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 the referenced document from the manufacturer may obtain copies upon request to Swearingen Aviation Corporation, P. O. Box 32486, San Antonio, Texas 78284. The document 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 September 12, 1977.
74-18-15: 74-18-15 LEIGH SYSTEMS: Amendment 39-1942 as amended by Amendment 39-2068. Emergency Locator Transmitter Leigh Systems Sharc 7 Series. Applies to Leigh Systems Sharc 7 Series Serial Nos. 1000-24000 Emergency Locator Transmitter. Compliance required as indicated: As a result of magnesium battery gassing and the possibility of lightning strike or static electricity buildup igniting the mixture resulting in the rupture and activation of the Emergency Locator Transmitter accomplish the following: (a) Unless already accomplished, within the next 90 days after the effective date of this A.D. disconnect the ELT antenna at the ELT electronic unit. Install Leigh Systems Part No. 04 05 002 Static Electricity Suppresser in the coaxial line between the antenna and the electronic unit. Units equipped with magnesium batteries may be determined by weight shown on unit identification tag as 2.3 pounds. (b) Aircraft may be flown to a base where the maintenance required by this A.D. may be performed as permitted by FAR 91.52(e)(2). (c) Upon request with substantiating data submitted through an FAA inspector the compliance time specified in this A.D. may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Amendment 39-1942 was effective September 3, 1974. This amendment 39-2068 is effective January 23, 1975.
2016-09-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by reports of fatigue cracking found at the left-side and right-side upper frames, at a certain area. This AD requires repetitive medium frequency eddy current (MFEC) inspections for cracking of the left-side and right-side upper frames, and repair (including open hole high frequency eddy current (HFEC) inspections for cracking of fastener holes) if necessary. This AD also provides an optional preventive modification, which terminates the repetitive inspections at the modified location. We are issuing this AD to detect and correct fatigue cracking of the upper frame, which can grow in size and result in a severed frame, leading to rapid decompression and consequent reduced structural integrity of the airplane.
2024-21-02: The FAA is adopting a new airworthiness directive (AD) for Lycoming Engines (Lycoming) model engines that have a certain connecting rod assemblies installed. This AD was prompted by several reports of connecting rod failures, which resulted in uncontained engine failure and in-flight shutdowns (IFSDs). This AD requires repetitive oil inspections for bronze metal particulates and, if found, additional inspections of the connecting rod bushings for damage, proper fit, movement, and wear, and replacement if necessary. As terminating action to the connecting rod bushing inspections, this AD requires replacement of the connecting rod bushings with parts eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
49-03-01: 49-03-01 REPUBLIC: Applies to Model RC-3 Aircraft. Compliance required by December 1, 1949. To prevent possible failure of the diaphragms in the two AC fuel pumps on Franklin Model 6A8-215-B8F and -B9F engines and to provide a drain line to carry fuel away from the engine compartment in case of a diaphragm failure replace the fuel pumps with new fuel pumps, AMI P/N 15438 and 15439, and install drain lines. Aircooled Motors, Inc., Kit P/N 15464 contains parts and instructions for making these replacements. (Franklin Service Bulletin No. 71 covers this same subject.) This supersedes AD 48-26-02.
91-26-06: 91-26-06 AIRBUS INDUSTRIE: Amendment 39-8117. Docket 91-NM-243-AD. Applicability: Model A320 series airplanes through manufacturer's serial number 109 on which Modification 21659 (specified in Airbus Industrie Service Bulletin A320-27-1012, Revision 2, dated September 23, 1991) has not been accomplished, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced controllability of the airplane, due to freezing of relay 36 CE 3 in the energized state which, when coupled with an erroneous command from the SEC 2 computer could result in the disconnection of ELAC 1 and ELAC 2 computers and a runaway of the trimmable horizontal stabilizer (THS), accomplish the following: (a) Install a new STP1 relay (P/N D0003002100100) having a date code newer than or equal to 88/41 A, in accordance with Airbus Industrie All Operator Telex 27-03, Revision 3, dated June 12, 1991, at the applicable time indicated in subparagraph (a)(1), (a)(2), or (a)(3) of this AD. (1) For airplanes that have accumulated more than 1,400 landings since retrofitted with SEC part number (P/N) B372ABM0606/B372BAM0404: Within 200 landings after the effective date of this AD. (2) For airplanes that have accumulated at least 800 landings but not more than 1,400 landings since retrofitted with SEC P/N B372ABM0606/ B372BAM0404: Prior to the accumulation of 1,600 total landings since retrofitted with SEC P/N B372ABM0606/B372BAM0404. (3) For airplanes that have accumulated less than 800 landings since retrofitted with SEC P/N B372ABM0606/B372BAM0404: Within 800 landings after the effective date of this AD. (b) An alternative method 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. The request shall be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and thensend it 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 the airplane to a location where the requirements of this AD can be accomplished. (d) The installation required by this AD shall be done in accordance with Airbus Industrie All Operator Telex 27-03, dated June 12, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (e) This amendment (39-8117, AD 91-26-06) becomes effective on January 3, 1992.
2009-01-10: 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 a pre-delivery flight of a CL-600-2C10 aircraft, the AC essential bus did not come on-line following deployment of the Air Driven Generator (ADG). Following investigation, it was determined that a specific batch of contactors in the ADG Power Center (ADGPC) is susceptible to failure due to low contact pressure. * * * The unsafe condition is a malfunction of the emergency AC generation and control system that supplies emergency AC power to essential flight instruments, including the flap and slat system, pitch trim system, and hydraulic pump 3B. Loss of essential flight instruments could prevent continued safe flight and landing of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2016-09-07: 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 airspeed indication discrepancies while flying at high altitudes in inclement weather. This AD requires replacing certain pitot probes on the captain, first officer, and standby sides with certain new pitot probes. We are issuing this AD to prevent airspeed indication discrepancies during inclement weather, which, depending on the prevailing altitude, could lead to unknown accumulation of ice crystals and consequent reduced controllability of the airplane.
2024-22-03: The FAA is superseding Airworthiness Directive (AD) 2024-04- 11, which applied to certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. AD 2024-04-11 required modifying the variable frequency generator (VFG) power-feeder harness routing. Since the FAA issued AD 2024-04-11, the FAA received a report of damage to a VFG power-feeder harness, resulting in the loss of the associated VFG and the posting of the L GEN FAIL (Caution) message. This AD continues to require modifying the VFG power-feeder harness routing, and also requires inspecting the VFG power-feeder harnesses for damage and clearance, repairing or replacing the VFG power-feeder harnesses if necessary, modifying and adjusting the VFG power-feeder harnesses if necessary, and prohibiting dispatch of certain airplanes under certain master minimum equipment list (MMEL) items; as specified in a Transport Canada emergency AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.