Results
84-07-05: 84-07-05 DeHAVILLAND: Amendment 39-4844. Applies to all Models DHC-2 MK. I (including L-20A, YL-20, U-6 and U-6A), MK. II, and MK. III airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of center hinge/balance arm brackets, (aluminum castings) P/N C2-WA-126A (RH) and P/N C2-WA-125A (LH), accomplish the following: (a) Within the next 100 hours time-in-service or two months, whichever occurs first, after the effective date of this AD, unless already accomplished within the last 400 hours time-in- service, or ten months, and at each 500 hours time-in-service or twelve months thereafter, whichever occurs first, accomplish the following: (1) Visually inspect the left and right aileron center hinge/balance arm brackets as described in "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland Service Bulletin (SB) No. 2/37 Revision A, dated December 9, 1983. (2) If a center hinge bracket is found withsix attachment rivet holes in the spigot, replace the balance arm assembly and the center hinge bracket within 500 hours time-in- service or twelve months, whichever occurs first after the inspection, with a new balance arm assembly in a 2-rivet attachment configuration with either a new cast bracket, P/N C2-WA-125A(LH) or P/N C2-WA-126A(RH), or a new machined bracket, P/N C2-WA-161(LH) or P/N C2-WA-162(RH). (b) If cracks are found, replace the part before further flight with a new part of-the same part number, or with new machined brackets, P/N C2-WA-161(LH) or P/N C2-WA- 162(RH), in accordance with the procedure described in "REPLACEMENT" in DeHavilland SB No. 2/37. (c) Cast parts installed as replacements must be reinspected with the procedure in paragraph (a). (d) The repetitive inspections of paragraph (a) of this AD are no longer required when DeHavilland Modification Kit No. 2/1536 is installed. (e) The airplane may be flown in accordance with FAR 21.197 to alocation where the requirements of this AD may be accomplished. (f) An equivalent method of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, ANE-170, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment becomes effective on April 18, 1984.
2008-22-10: 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 planned maintenance visit on one A320 aircraft, a cross connection of the fire extinguishing circuit system was identified. In case of fire, this cross connection will activate (discharge) the wrong forward or aft cargo compartment fire extinguisher bottle. Failure to activate the correct bottle when required is classified as potentially catastrophic. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2003-19-01: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France (Eurocopter) Model AS 365 N3 and EC 155B helicopters, that requires replacing each Fenestron pitch change control rod (control rod) with an improved reinforced steel airworthy control rod. This amendment is prompted by a failure of a control rod on a prototype helicopter and by the manufacturer making available a newly-designed reinforced steel control rod. The actions specified by this AD are intended to prevent failure of the control rod, loss of control of the tail rotor, and subsequent loss of control of the helicopter.
84-07-02: 84-07-02 NAMC (NIHON AIRPLANE MANUFACTURING COMPANY): Amendment 39-4836. Applies to all Model NAMC YS-11/-11A series airplanes fitted with a main deck cargo door certificated in all categories. To prevent inadvertent opening of the main deck cargo door during flight, accomplish the following, unless already accomplished: A. Within 450 flight hours time in service or 90 days after the effective date of this AD, whichever occurs first, modify the main cargo door handle lock mechanism in accordance with NAMC YS-11 Service Bulletin 52-92, Revision 1, dated September 29, 1983. 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 April 9, 1984.
2008-23-01: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A318, A319, A320, and A321 airplanes. That AD currently requires inspecting to determine the part number and serial number of the fuel tank boost pumps and, for airplanes with affected pumps, revising the airplane flight manual (AFM) and the FAA-approved maintenance program. The existing AD also provides for optional terminating action for compliance with the revisions to the AFM and the maintenance program. This new AD requires modifying or replacing the fuel tank boost pumps, which would terminate the AFM limitations and the maintenance program revisions. This AD results from a report that a fuel tank boost pump failed in service, due to a detached screw of the boost pump housing that created a short circuit between the stator and rotor of the boost pump motor and tripped a circuit breaker. We are issuing this AD to prevent electrical arcing in the fuel tank boost pump motor, which, in the presence of a combustible air-fuel mixture in the pump, could result in an explosion and loss of the airplane. DATES: This AD becomes effective December 19, 2008. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of December 19, 2008. On July 3, 2006 (71 FR 34814, June 16, 2006), the Director of the Federal Register approved the incorporation by reference of a certain other publication.
2008-22-17: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 747 series airplanes. That AD currently requires repetitive inspections for cracking and corrosion of all exposed surfaces of the carriage spindles (including the inner bore and aft links) of the trailing edge flaps, and additional inspection and corrective action if necessary. That AD also currently requires repetitive overhaul of the carriage spindle and aft link, which terminates the repetitive inspections. This new AD adds a repetitive inspection to detect broken parts, and revises the overhaul threshold and repetitive intervals. This AD results from analysis that showed additional inspections should be done to prevent the loss of a flap, and that the flight-hour-based interval should be revised to a flight- cycle-based interval, because the greatest loads on the spindles happen during takeoff and landing. We are issuing this AD to detect and correct failed carriage spindles or aft links of the inboard or outboard trailing edge flaps. Such failure could cause the flap to depart the airplane, reducing the flightcrew's ability to maintain the safe flight and landing of the airplane.
85-19-08: 85-19-08 BRITISH AEROSPACE: Amendment 39-5313. Applies to Model 3101 (includes Model 3100) airplanes (serial numbers 601 through 666) certificated in any category. Compliance: Required within seven days after receipt of this AD unless already accomplished. To prevent the possibility of wing droop development and structural damage to the forward wing spar fuselage attachment and resulting loss of control of the airplane, accomplish the following: (a) Remove wing-to-fuselage fairing panels numbers F19 and F20. (b) Using as a reference BAe Model 3100 Illustrated Parts Catalog, Chapter 57-00- 00 Figure 3 wing installation and using a suitable light source, visually inspect and repair as required item number 210 spigot (pin) Part No. 13781B7 (LH and RH), in accordance with the following criteria: (i) If no gap exists between the spigot flange and the fuselage post, and if the locking bolt, washer and nut (items 205, 200 and 195 respectively) securing the spigotare in position and secure, install panel numbers F19 and F20 and return the airplane to service. (ii) If little or no gap exists between the spigot flange and the fuselage post, and if the locking bolt, washer and nut are not secure, prior to further flight accomplish the following: (A) Remove the loading from the wing to the fuselage joint and push the spigot (pin) into the spigot housing, and (B) Install the locking bolt (Part No. A102-18D) with the head forward, the nut (Part No. A126 D66) and the washer (Part No. SP124D). Replace panels F19 and F20 and return the airplane to service. (C) If the locking bolt (Part No. A102-18D) cannot be installed without rotation of the spigot, prior to further flight accomplish the repair procedures described in paragraph (c) of this AD. (iii) If a large gap exists between the spigot flange and the fuselage post which results in loss of engagement with the spigot housing plate (item 215 LH and 220 RH), prior to further flight accomplish the repair procedures described in paragraph (c) of this AD. (iv) If other structural deformation or damage is observed relating to improper spigot installation, prior to further flight obtain and accomplish the repair procedures in accordance with paragraph (c) of this AD. (v) If the fuselage vertical post outboard bushing is found to be displaced, prior to further flight repair in accordance with the instructions in Figure 1 of British Aerospace Service Bulletin No. 57-A-JA 840917 dated January 25, 1985. (c) Alternate methods of compliance and repair procedure may be used if approved by either the Manager of the FAA Brussels Aircraft Certification Office, FAA, AEU-100, c/o American Embassy, 1000 Brussels, Belgium, or the Manager of the Small Aircraft Certification Division, FAA, Central Region, ACE-100, 601 East 12th Street, Kansas City, Missouri 64106. (d) Report, in writing, all defects found to the Manager, Small Aircraft Certification Division, FAA, Central Region, within 48 hours of the inspection. (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056.) This amendment becomes effective May 26, 1986, as to all persons except those persons to whom it was made immediately effective by priority letter AD 85-19-08, issued September 26, 1985, which contained this amendment.
2021-10-18: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Deutschland GmbH Model MBB-BK117 D-2 helicopters. This AD was prompted by reports that collective lever switch units having certain part numbers did not have retaining rings installed in the cable cut switch guard. This AD requires inspecting certain collective lever switch units for discrepancies (missing retaining rings, incorrectly installed retaining rings, and a missing axis in the cable cut switch guard), doing all applicable corrective actions, and marking affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
85-05-04: 85-05-04 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5010. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To minimize potential for the loss of flight control capability due to the loss of three out of four hydraulic systems accomplish the following: A. Within one year after the effective date of this AD, modify hydraulic system "C" by installing a hydraulic fuse and associated hydraulic tubing and replace aluminum return lines with steel lines in accordance with Lockheed L-1011 Service Bulletins Number 093-29-065, Revision 4, dated August 9, 1983, and 093-29-085, dated December 8, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles 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 in order to comply with the requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also 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 April 1, 1985.
2003-19-06: The FAA is adopting a new airworthiness directive (AD) for Turbomeca S.A. Arrius 2 B1, 2 B1A, 2 B1A 1, and 2 K1 turboshaft engines. This AD requires replacement of the gas generator high pressure (HP) turbine disk before further flight after the engine has accumulated 5 minutes of operating time at the 2 1/2 minute one engine inoperative (OEI) power rating. This amendment is prompted by a failure of an HP turbine blade during accelerated aging simulation tests performed by the manufacturer on an Arrius 2 B1A engine. We are issuing this AD to prevent engine failure of the only operating engine while experiencing an OEI condition.
2008-23-09: We are adopting a new airworthiness directive (AD) for certain Boeing transport category airplanes. This AD requires replacing any insulation blanket constructed of polyethyleneteraphthalate (PET) film, ORCON Orcofilm® AN-26 (hereafter "AN-26''), with a new insulation blanket. This AD results from reports of in-flight and ground fires on certain airplanes manufactured with insulation blankets covered with AN-26, which may contribute to the spread of a fire when ignition occurs from sources such as electrical arcing or sparking. We are issuing this AD to ensure that insulation blankets constructed of AN-26 are removed from the fuselage. Such insulation blankets could ignite and propagate a fire that is the result of electrical arcing or sparking.
98-13-02: This amendment adopts a new airworthiness directive (AD) that applies to Raytheon Aircraft Company (Raytheon) Models 35, A35, B35, and 35R airplanes (commonly referred to as Beech Models 35, A35, B35, and 35R airplanes). This AD requires fabricating a placard that restricts the never exceed speed (Vne) to no more than 144 miles per hour (MPH) or 125 knots (KTS) indicated airspeed (IAS), and installing this placard on the instrument panel within the pilot s clear view. This AD also requires marking a red line on the airspeed indicator glass at 144 MPH (125 KTS), marking a white slippage mark on the outside surface of the airspeed indicator between the glass and case, and inserting a copy of this AD into the Limitations Section of the airplane flight manual (AFM). This AD is the result of several occurrences of in-flight vibration on the affected airplanes. The actions specified by this AD are intended to prevent in-flight vibrations caused by the affected airplanes operating at excessive speeds, which could result in airplane damage and possible loss of control of the airplane. Comments for inclusion in the Rules Docket must be received on or before August 10, 1998.
2020-15-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-941 airplanes. This AD was prompted by a report that seven spoiler servo-controls (SSCs) lost hydraulic locking function due to a sheared seal on the blocking valve. This AD requires repetitive operational tests of the hydraulic locking function on each SSC and replacement if necessary, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
85-14-07: 85-14-07 AEROSPATIALE (formerly SUD): Amendment 39-5094. Applies to all Caravelle SE-210 Models I, III, and VIR airplanes, certificated in any category, which do not embody Modification 1753. Accomplish the following, unless previously accomplished: A. Prior to the accumulation of 7000 landings or before the next 100 landings after the effective date of this AD, whichever occurs later, inspect the wing rib 44 web and angle doubler in accordance with SUD Service Bulletin 57-64 dated December 12, 1978. B. Repeat the inspections of paragraph A., above, at intervals not to exceed: 1. rib 44 lower cap - 10,000 landings 2. webs and doublers - 3,000 landings. C. Parts found cracked must be repaired prior to further flight. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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 August 16, 1985.
2003-18-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319-131 and -132; A320-231, -232, and -233; and A321-131 and -231 series airplanes, that requires installing new anti-swivel plates and weights on the engine fan cowl door latches and a new hold-open device. This action is necessary to prevent separation of the engine fan cowl door from the airplane in flight, which could result in damage to the airplane and hazards to persons or property on the ground. This action is intended to address the identified unsafe condition.
2008-22-15: 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: Investigations after a CAS (crew alerting system) message "ENG 1 FIRE DETECT FAIL'' that occurred on an in-service aircraft revealed that the detector threshold tolerances could not permit to identify the failure of one single engine fire detector loop out of the two present on each engine. The fire detection system integrity is therefore not correctly monitored. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective December 11, 2008. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in thisAD as of December 11, 2008. The Director of the Federal Register approved the incorporation by reference of Dassault Service Bulletin F2000EX-137, Revision 1, dated December 7, 2006, listed in this AD as of February 2, 2007 (72 FR 2177, January 18, 2007).
2008-23-03: 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: This Airworthiness Directive (AD) is prompted by a potential problem with the freedom of the brake pedals of some PC-6 series aircraft. The freedom of the brake pedals could be prevented because of an insufficient clearance between the rudder bar lugs on a few aircraft. In such conditions, it is possible that the master brake cylinder is not re-filled with the fluid from the reservoir, which can lead to a degradation of brake effectiveness. Mostly during landing, this can lead to difficulties with the directional control of the aircraft on ground and could cause a runway excursion. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-15-12: The FAA is superseding Airworthiness Directive (AD) 2018-08-02 for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 model turbofan engines. AD 2018-08-02 required initial and repetitive ultrasonic or visual inspections of the intermediate- pressure compressor (IPC) stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts, and removal of any cracked parts from service. This AD requires new inspections based on updated inspection thresholds and intervals for these IPC parts. This AD also adds an optional terminating action, amends the asymmetric power condition for engine inspection, and requires an inspection after a cabin depressurization event. This AD was prompted by IPC blade separations resulting in engine failures. Subsequently, the manufacturer identified the need to add new inspections and an optional terminating action, amend the asymmetric power condition for engine inspection, and require an inspection after a cabin depressurization event. The FAA is issuing this AD to address the unsafe condition on these products.
2007-19-18: 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: The digital engine indicating system (DEI-NT) and associated control unit must get their latest software update. It has been found out in operation, that some combinations of system states while pressing switches can cause electrical damages to the system. A new software update is mandated to correct this deficiency and to incorporate additional safety functions to the system. We are issuing this AD to require actions to correct the unsafe condition on these products.
94-08-05: This amendment adopts a new airworthiness directive (AD), applicable to General Electric Company (GE) CF6-45/-50 series turbofan engines, that requires installation of a fan stator case stiffening ring assembly, and a new stage one fan shroud. This amendment is prompted by a report of an uncontained stage one fan blade failure, which resulted in an inflight engine shutdown, and damage to the aircraft. The actions specified by this AD are intended to prevent an uncontained stage one fan blade failure, which can result in an inflight engine shutdown, and damage to the aircraft.
83-17-03: 83-17-03 BRITISH AEROSPACE AIRCRAFT GROUP: Amendment 39-4709. Applies to all Model H.S. 748 series 2A airplanes certificated in all categories. To prevent wing structural failure accomplish the following, unless already accomplished: A. For airplanes with wing fuel tanks extending outboard beyond rib 350.366, within the next 1,500 hours or six months time in service, whichever occurs first after the effective date of this AD, inspect the rib/stringer bracket fasteners of the wing bottom surface at rib 224.366 and at stringers 4 and 6 at all ribs on each side of wing access panels W3 to W12 except W10, and perform the actions described in paragraph 2, Accomplishment Instructions, of British Aerospace Aircraft Group H.S. 748 Service Bulletin 57/62 dated June 1980. B. Within the next 500 hours or 60 days time in service, whichever occurs first after the effective date of this AD, inspect the rib/stringer bracket fasteners of wing bottom surface rib 16.071 and stringers 9, 10, 11, and 12 and perform the actions described in paragraph 2, Accomplishment Instructions, of British Aerospace Aircraft Group H.S. 748 Service Bulletin 57/63 dated June 1980. C. 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. 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 September 19, 1983.
84-09-05: 84-09-05 BURKHART-GROB FLUGZEUGBAU INDUSTRIESTRABE: Amendment 39-4849. Applies to Model G102 ASTIR CS sailplanes, serial numbers 1001 through 1536 inclusive, certificated in any category. Compliance is required within the next 100 hours time in service, or within 120 days, whichever occurs first, after the effective date of this AD, unless already accomplished. To prevent bolt and pin failure, install modified spheric locking bolt, P/N 102-3500.21, and special nut, P/N 102-3510.21, in the forward horizontal stabilizer connection to the vertical stabilizer, and install new locking pins, P/N 102-2142.46, in the aft connecting plate for the horizontal stabilizer in accordance with instruction 1 and 2 of Grob Technical Information TM 306-17, dated June 10, 1981, or an FAA approved equivalent. Equivalent means of compliance may be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. The Burkhart Grob Flugzeugbau Industriestrabe Technical Information TM 306-17, dated June 10, 1981, identified and described in this directive is 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 this document from the manufacturer may obtain copies upon request to Burkhart Grob Flugzeugbau Industriestrabe, D-8948 Mindelheim-Mattsies, West Germany or upon request to Burkhart Grob of America, Inc., 1070 Navajo Drive, Bluffton, Ohio. These documents also may be examined at the Office of the Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on May 3, 1984.
82-13-06: 82-13-06 SCHWEIZER (GULFSTREAM AMERICAN-GRUMMAN): Amendment 39-4410. Applies to Models G-164B (S/N 1B thru 656B), G-164C (S/N 1C thru 44C), and G164D (S/N 1D thru 16D) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To detect elongation of the aileron cable attach holes and to eliminate the possibility of P/N A1450-281 bushings becoming dislodged from the aileron bellcrank, accomplish the following: a) Within 25 hours time-in-service after the effective date of this AD and every 12 months thereafter, on airplanes not modified in accordance with Gulfstream American Service Bulletin No. 75 (either original issuance or Revision "A" dated January 25, 1980), visually inspect the aileron bellcrank for elongation of the aileron cable attach holes per Part A of the revised service bulletin. If excessive elongation is found, prior to further flight, modify or replace the aileron bellcrank in accordance with Parts B and C of the revised service bulletin. b) Within 25 hours time-in-service after the effective date of this AD, on airplanes that have been modified in accordance with the original issue of Gulfstream American AG-CAT Service Bulletin No. 75, visually inspect the aileron bellcranks and if the bushings are loose or have less than .230 inch edge distance, replace the aileron bellcrank in accordance with Part D of Revision "A" of the Service Bulletin dated January 25, 1980. c) The repetitive inspections required by paragraph a) of this AD may be discontinued upon accomplishing the modifications described in Parts B and C of Gulfstream American AG-CAT Service Bulletin No. 75, Revision "A", dated January 25, 1980. d) Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the compliance times specified in this AD may be adjusted by the Chief, New York Aircraft Certification Office, FAA, JFK International Airport, Jamaica, New York 11430. e) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. f) An equivalent method of compliance with this AD may be used if approved by the Chief, New York Aircraft Certification Office, FAA, JFK International Airport, Jamaica, New York 11430. This amendment supersedes Amendment 39-3882 (44 FR 11034) AD 80-17-08, effective August 15, 1980. This Amendment becomes effective on July 5, 1982.
2007-19-04: 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: Further to cases of parking brake loss at the gate, a pressure switch system had been introduced on some A300-600 aircraft. The aim of this modification was to recover pedals braking authority if parking brake is not efficient, without having to set the parking brake handle to OFF. However, it appears that in case of failure of the pressure switch system, there is the risk of double (normal and alternate) pressurization of the brakes potentially leading to undetected residual braking, which may lead to a loss of performances of the aircraft at Take-Off. The loss of performance could result in runway overrun or impact with obstacles or terrain during takeoff. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-15-11: The FAA is adopting a new airworthiness directive (AD) for PZL Swidnik S.A. Model PZL W-3A helicopters. This AD requires repetitively inspecting the main rotor (M/R) vibration absorber star and depending on the inspection outcome, performing more in-depth inspections and repairing, replacing, or removing the vibration absorber star from service. This AD was prompted by a report of corrosion detected on an M/R vibration absorber star. The actions of this AD are intended to address an unsafe condition on these products.