Results
81-15-07: 81-15-07 KAWASAKI HEAVY INDUSTRIES, LTD. (KHI): Amendment 39-4164. Applies to Models KV107-II and KV107-IIA helicopters equipped with main rotor tension-torsion strap assemblies, P/N 107R2003-1, certificated in all categories (Airworthiness Docket No. 81-ASW-11). Compliance required as indicated. To prevent fatigue failure of the main rotor tension-torsion strap assemblies, remove from service tension-torsion strap assemblies, P/N 107R2003-1, on or before the accumulation of 27,800 hours' time in service and replace with a serviceable part that has less than 27,800 hours' total time in service. This amendment becomes effective August 25, 1981.
2005-17-18: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes; and Model A340-541 and -642 airplanes. This AD requires repetitively resetting the display units (DUs) for the electronic instrument system (EIS) either by switching them off and back on again or by performing a complete electrical shutdown of the airplane. This AD results from an incident in which all of the DUs for the EIS went blank simultaneously during flight. We are issuing this AD to prevent automatic reset of the DUs for the EIS during flight and consequent loss of data from the DUs, which could reduce the ability of the flightcrew to control the airplane during adverse flight conditions.
97-12-02: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to McDonnell Douglas Helicopter Systems (MDHS) Model MD900 helicopters, which prohibits flight or ground operations of helicopters with a certain adjustable collective drive link assembly (link assembly) installed. This amendment requires installation of a redesigned airworthy link assembly after which further operations are permitted. This amendment is prompted by recent incidents in which the link assembly failed during flight. The actions specified by this AD are intended to prevent failure of the link assembly, which could result in loss of control of the helicopter.
2005-17-14: The FAA is superseding an existing airworthiness directive (AD), which applies to all Airbus Model A300 B2 and B4 series airplanes; Model A300-600 series airplanes; and Model A310-200 and -300 series airplanes. That AD currently requires, among other actions, repetitive tests to detect desynchronization of the rudder servo actuators, and adjustment or replacement of the spring rods of the rudder servo actuators, if necessary. This new AD requires new repetitive tests/inspections/analyses of the rudder servo actuators, and related investigative/corrective actions if necessary. Accomplishment of the new actions ends the existing repetitive requirements. This AD is prompted by new reports of desynchronization of the rudder servo actuators. We are issuing this AD to prevent desynchronization of one of the three rudder servo actuators, which, if combined with an engine failure, could result in the loss of the related hydraulic system and could cause the loss of one of the two synchronized actuators. This condition could create additional fatigue loading and possible cracking on the attachment fittings and could result in the inability of the remaining synchronized actuator to maintain the commanded rudder deflection, which could result in reduced controllability of the airplane. DATES: This AD becomes effective September 30, 2005. The incorporation by reference of certain publications listed in the AD is approved by the Director of the Federal Register as of September 30, 2005. On July 30, 1998 (63 FR 34580, June 25, 1998), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD.
80-01-06: 80-01-06 CESSNA: Amendment 39-3649. Applies to Models 152/F152 (Serial Numbers 15279406 through 15284080 and F15201429 through F15201798), Models A152/FA152 (Serial Numbers A1520735 through A1520919 and FA15200337 through FA15200372) and Model 172RG (Serial Numbers 172RG0001 through 172RG0005, 172RG0007 through 172RG0012, 172RG0014, 172RG0016, and 172RG0019) airplanes certificated in all categories. \n\n\tCOMPLIANCE: Required as indicated unless previously accomplished. \n\n\tTo preclude overtravel of the flap actuator assembly and subsequent flap system failure which can result in an asymmetric flap configuration, within the next 50 hours time-in-service after the effective date of this AD, accomplish the following: \n\n\tA)\tModify the flap actuator assembly by installing a new mechanical stop nut in accordance with Cessna Single Engine Service Information Letter SE79-57, dated December 3, 1979, or when available, install a new replacement flap actuator assembly, Part Number C301002-0110, in accordance with applicable installation instructions. \n\n\tB)\tAirplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a base to accomplish this AD, provided the flaps are not used for that flight. \n\n\tC)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tNOTE: Although Cessna Single Engine Service Information Letter SE79-57 does not identify the Model 172RG, the actuator modification for this model is the same as provided for the Model 152 airplane. \n\n\tThis amendment becomes effective January 7, 1980.
85-02-05 R1: This document clarifies information in Airworthiness Directive (AD) 85-02-05, which applies to all The New Piper Aircraft, Inc. (Piper) PA-20, PA-22, PA-23, PA-24, PA-25, PA-30, PA-31P, PA-36, PA-39, and PA-44 series airplanes. AD 85-02-05 currently requires installing on the pilot s instrument panel a Piper part number (P/N) 81090-02 placard, which provides information for operation of the parking brake. Piper has superseded that placard with a P/N 683-107 placard, and operators in need of a new placard can only obtain the P/N 683-107 placard. In this scenario, the owners/operators of the affected airplanes could not comply with AD 85-02-05 as currently written. The P/N 683-107 placard contains the same wording as the P/N 81090-02 placard. The actions specified in that AD are intended to prevent airplane controllability problems while involved in ground operation because of improper brake operations. This document maintains the placard requirement of AD 85-02-05, and adds the installation of the P/N 683-107 placard as an option of compliance.
97-22-12: This amendment adopts a new airworthiness directive (AD) that applies to all SIAI Marchetti S.r.1. Models SF600 and SF600A airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
89-04-08: 89-04-08 BRITISH AEROSPACE: Amendment 39-6142. Applicability: British Aerospace BAe Model 146 100A series airplanes, serial numbers up to and including E1101; and 200A series airplanes, serial numbers up to and including E2100; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent a hazardous trim system configuration, accomplish the following: A. Within 60 days or 600 landings after the effective date of this AD, whichever occurs first, inspect the right and left aileron and elevator trim screwjack assemblies for the presence of a circlip, in accordance with BAe Inspection Service Bulletin 27-74, dated April 8, 1988. If the circlip is missing, prior to further flight, install a circlip in accordance with the service bulletin. 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, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send 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 airplanes to a base for the accomplishment of inspection and/or modification required by 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, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6142, AD 89-04-08) becomes effective March 28, 1989.
2005-17-12: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires inspecting to identify the wing anti-ice ducts (piccolo tubes) in the wing leading edge. For airplanes with affected piccolo tubes, this AD requires revising the airplane flight manual (AFM) to introduce new procedures for operation in icing conditions. The optional implementation of repetitive inspections for cracks of affected piccolo tubes, and corrective actions if necessary, terminates the operational limitations. The optional installation of certain new piccolo tubes terminates both the AFM revision and the inspections. This AD was prompted by reports of failed piccolo tubes. We are issuing this AD to prevent cracked piccolo tubes, which could result in air leakage, a possible adverse effect on the anti-ice air distribution pattern and anti-ice capability without annunciation to the flight crew, and consequent reducedcontrollability of the airplane.
88-19-04: 88-19-04 BOEING: Amendment 39-6007. Applies to Model 737 series airplanes, which have been approved for operation above 35,000 feet, certificated in any category. \n\n\tCompliance required within the next 15 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent fuselage pressures in excess of design limits due to freezing of cabin pressure safety relief valves if pressurization malfunctions occur, accomplish the following: \n\n\tA.\tReplace the cabin pressure safety relief valves (2) in accordance with Boeing Service Bulletin 737-21-1096, dated December 10, 1987. \n\n\tB.\tAn 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, Seattle Transport Airplane Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager,Seattle Transport Airplane Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the rework required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Transport Airplane Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-6007, becomes effective October 3, 1988.
97-22-10: This amendment adopts a new airworthiness directive (AD) that applies to all Partenavia Costruzioni Aeronauticas, S.p.A. (Partenavia) Models AP68TP 300 "Spartacus" and AP68TP 600 "Viator" airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
81-22-03: 81-22-03 DEHAVILLAND: Amendment 39-4245. Applies to all DHC-6 series aircraft certificated in all categories To prevent failure of the elevator torque tube hinge arm attachment bolt, P/N AN175-27A, accomplish the following: Within the next 200 hours in service after the effective date of this airworthiness directive, accomplish the following inspection on all aircraft with 5000 hours or five years in service, whichever occurs first, unless already accomplished: (a) Inspect elevator torque tube hinge arm attachment bolt, P/N AN175-27A, for cracks in accordance with DeHavilland Service Bulletin (S/B) No. 6/406 Accomplishment Instruction No. 5 or approved equivalent. (b) If cracking is evident, replace damaged bolt with a new P/N AN175-27 in accordance with S/B No. 6/406 or approved equivalent and report to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, JFK International Airport, Jamaica, New York 11430, Telephone (212) 995-2842. (Reporting approved by the Office of Management and Budget under OMB NO CA-R0174.) (c) Alternative inspections or parts may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) Compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective November 2, 1981.
79-02-03: 79-02-03 GRUMMAN: Amendment 39-3400. Applies to all G-21A aircraft that have been modified to incorporate Hartzell propellers and governor crossfeed systems in accordance with Supplemental Type Certificate No. SA1-52, and are certificated in all categories. Compliance required within 50 hours' time in service or 15 days, whichever occurs first, after the effective date of this AD, unless previously accomplished. To preclude the inability to restart an engine and the simultaneous loss of the remaining engine, install the following placard adjacent to the emergency unfeather valve in full view of the pilot and operate the aircraft thereafter in accordance with these terms: "ENGINE RESTART: ATTEMPT RESTART USING STARTER. IF UNSUCCESSFUL, 1. ADVANCE PROP CONTROL LEVER TO FULL INCREASE RPM POSITION. 2. OPEN EMERGENCY UNFEATHER VALVE." The placard lettering must be at least 1/8 inch in height and of a contrasting color. Equivalent modifications maybe approved by the Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region. This amendment becomes effective January 29, 1979.
2005-17-10: The FAA is adopting a new airworthiness directive (AD) for certain Saab Model SAAB 2000 airplanes. This AD requires an inspection for cracking of the fastener holes in the front and rear spars, a modification of the fastener holes of the front and rear spars and the rear spar web, and related investigative/corrective actions if necessary. This AD is prompted by a report of cracking of certain fastener holes in the lower spar cap of the rear spar and in the lower skin at the front spar. We are issuing this AD to prevent cracking of the front and rear spars, which could result in fuel leakage and consequent reduced structural integrity of the wing structure.
2005-17-06: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Artouste III series turboshaft engines. This AD requires modification of the engine air intake assembly. This AD results from a report of an in-flight shutdown and subsequent loss of control of the helicopter due to ice ingestion into the engine. We are issuing this AD to prevent ice ingestion into the engine, which could lead to an in- flight shutdown and subsequent loss of control of the helicopter.
97-22-01: This amendment adopts a new airworthiness directive that applies to Pilatus Britten-Norman Ltd. (Pilatus Britten-Norman) BN-2A, BN-2B, and BN-2T series airplanes. This AD requires repetitively inspecting the junction of the torque link lug and upper case of the main landing gear (MLG) torque link assemblies for cracks, and replacing any MLG torque link assembly with a Modification A39 MLG torque link assembly, either immediately when cracks are found or after a certain period of time if cracks are not found. Replacing all MLG torque link assemblies with Modification A39 MLG torque link assemblies eliminates the need for the repetitive inspections. These repetitive inspections are currently required by AD 86-07-02 for the BN-2A, BN-2B, and BN-2T series airplanes, as well as the BN2A MK. 111 series airplanes. There are no improved design parts for the BN2A MK. 111 series airplanes. The Federal Aviation Administration (FAA) is issuing in a separate action a revision to AD 86-07-02 to retain the repetitive inspection and replacement (if necessary) requirements for the BN2A MK. 111 series airplanes. The actions specified in this AD are intended to prevent failure of the main landing gear caused by cracks in the torque link area, which could lead to loss of control of the airplane during landing operations.
97-21-15: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Avro 146-RJ series airplanes, that requires a modification of the electrical system in the equipment bay area by replacing certain cables, clamps, and fairleads with new components. This amendment is prompted by a report indicating that the incorrect size of electrical cables were used in the generator feeder circuit to certain busbars from the generator contactors. As a result, the electrical cables are not compatible with generator rating requirements and can overheat. The actions specified by this AD are intended to prevent possible overheating of electrical generator feeder cables and consequent damage, which could lead to possible fire or the loss of essential electrical systems.
2005-20-24: The FAA adopts a new airworthiness directive (AD) for certain SOCATA--Groupe AEROSPATIALE (SOCATA) Model TBM 700 airplanes. This AD requires you to inspect the fuselage skin in the VHF1 antenna mounting area for cracks and loose rivets. This AD also requires you to modify the area if you find cracks or loose rivets. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. We are issuing this AD to detect and correct cracks in the fuselage skin, which could result in loss of aircraft pressurization. Loss of aircraft pressurization could lead to flight crew incapacitation.
2016-22-14: Hydraulic tube
2001-26-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747-200, 747-300, and 747SR series airplanes powered by General Electric CF6-45/50 or Pratt & Whitney JT9D-70 series engines, that currently requires a detailed visual inspection of the outboard diagonal brace for heat damage and cracking; and follow-on repetitive inspections and corrective actions, if necessary. This amendment requires accomplishment of the previously optional replacement of any existing sealant with heat-resistant sealant as terminating action for the repetitive inspections required by this AD. This amendment is prompted by reports of heat damage to the forward end of the diagonal brace after accomplishment of a previous strut and wing modification. The actions specified by this AD are intended to prevent heat damage to the diagonal brace, which could cause cracking, fracture, and possible loss of the diagonal brace load path and consequent separation of the strut and engine from the airplane.
97-21-13: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model 382 series airplanes, that requires revising the Airplane Flight Manual (AFM) to prohibit the positioning of the power levers below the flight idle stop, and to provide a statement of the consequences of positioning the power levers below the flight idle stop. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the propeller beta was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
83-04-06: 83-04-06 BRITISH AEROSPACE, AIRCRAFT GROUP, SCOTTISH DIVISION: Amendment 39-4574. Applies to Model B.121 series airplanes (all serial numbers) certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the engine mounting structure, within the next 100 hours time-in- service after the effective date of this AD or upon accumulating 1000 hours time-in-service, whichever occurs later, and thereafter at intervals not to exceed 50 hours time-in-service from the last inspection, accomplish the following: (a) Visually inspect the engine mounting structure for cracks in accordance with the "Action" Section of British Aerospace, Aircraft Group, Scottish Division, Service Bulletin Number B121/81, Issue 2, dated December 3, 1980, or an FAA approved equivalent. (b) If a crack is found in the engine mounting structure, prior to further flight, repair or replace the engine mount in accordance with instructions providedby British Aerospace, Dulles International Airport, Washington, D.C., phone 703-435-9100, and approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. (c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (d) Operators who have not kept records of hours time-in-service of the engine mounting structure must substitute airplane hours time-in-service in lieu thereof. (e) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (f) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on March 7, 1983.
86-23-52 R2: 86-23-52 R2 LOCKHEED CALIFORNIA COMPANY: Amendment 39-5605. Applies to Model L-1011-385 series airplanes certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent wing rear spar failure due to fatigue cracking, accomplish the following: A. Within 40 landings after the effective date of this AD, or prior to accumulation of 6,000 landings, whichever occurs later, unless already accomplished within the last 260 landings, and thereafter at intervals not to exceed 300 landings, inspect the wing rear spar in accordance with the ultrasonic inspection procedures specified in Section 2, Accomplishment Instructions of Lockheed Service Bulletin 093-57-A181, Revision 3, dated December 11, 1986, or later FAA- approved revision. Ultrasonic inspections accomplished in accordance with Lockheed Service Bulletin 093-57-A181, Revision 1, dated November 20, 1986, or Revision 2, dated November 26, 1986, prior to receipt of telegraphic AD T86-23-52 R1, satisfies the initial ultrasonic inspection requirements of this paragraph. B. If a crack is found, repair before further flight in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. C. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to Lockheed-California Company, P. O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective May 1, 1987, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T86-23-52-R1, issued December 18, 1986.
2005-17-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A321 series airplanes. This AD requires repetitive measurements for correct control rod gap of the hold-open mechanism of all emergency doors, and corrective actions if necessary. This AD also requires replacing the control rods with new, improved control rods, which would terminate the repetitive measurements. This AD results from a report that an operator found it impossible to lock emergency doors 2 and 3 in the open position. We are issuing this AD to prevent failure of the emergency doors to lock in the open position, which could interfere with passenger evacuation during an emergency.
97-19-18: This amendment supersedes an existing airworthiness directive (AD), applicable to AlliedSignal Inc. (formerly AiResearch and Garrett) TSCP700-4B and -5 Series Auxiliary Power Units (APUs), that currently requires restretching the first stage low pressure compressor (LPC) tie rods, or replacing affected disks at or before 8,000 cycles since new (CSN). This amendment requires removing from service affected disks, replacing them with serviceable parts, and establishing a life limit of 8,000 CSN for affected disks. This amendment is prompted by a report of a first stage LPC disk rim separation due to low cycle fatigue on an APU that had its tie rods restretched in accordance with the current AD. The actions specified by this AD are intended to prevent first stage LPC disk rim separation due to low cycle fatigue, which could result in an uncontained APU failure and damage to the aircraft.