Results
98-23-11: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-31 series airplanes, that requires a one-time visual inspection to determine if all corners of the forward service door doorjamb have been modified previously, various follow-on repetitive inspections, and modification, if necessary. This amendment is prompted by reports of fatigue cracks found in the fuselage skin and doubler at the corners of the forward service door doorjamb. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
2011-17-02: 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: * * * * * Results from a design review done by AIRBUS for documentation update have revealed that, on post-mod 38310 A320 aeroplanes only, in case of emergency electrical configuration combined with a Green and Yellow hydraulic system loss, during landing phase (nose landing gear extended), the roll control would only be provided by the left aileron. This condition, if not corrected, could lead to an asymmetrical landing configuration, resulting in reduced control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
98-23-04: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, and L1 helicopters that requires replacing main rotor blades with modified main rotor blades. This amendment is prompted by reports of an investigation that found broken braids on main rotor blade de-icers. The actions specified by this AD are intended to prevent loss of deicing capabilities of the main rotor blades, adverse performance during flight in icing conditions, and subsequent loss of control of the helicopter.
82-24-05: 82-24-05 DETROIT DIESEL ALLISON: Amendment 39-4498. Applies to all Detroit Diesel Allison (DDA) Model 250 series engines equipped with Bendix fuel control assemblies and power turbine governor assemblies containing or suspected of containing P/N 2526146 bushing assemblies with a nylon ball bearing separator. NOTE: Assemblies listed in the appendix to this AD have steel ball bearing separators. Compliance required, as indicated, unless already accomplished. To prevent possible engine power loss, autoacceleration, overspeeding, or power turbine governor instability/malfunctioning caused by failure of P/N 2526146 bushing assemblies with a nylon ball bearing separator installed in Bendix fuel control assemblies and power turbine governor assemblies, accomplish the following: (a) Before further flight, remove from service affected Bendix fuel control assembly and power turbine governor assembly that exhibit one or more of the following symptoms that cannot be corrected by following the maintenance procedures in the appropriate DDA Operations and Maintenance Manual and, where applicable, install assemblies that have steel ball bearing separators: Fuel Control Assembly Symptoms N1 fluctuation Autoacceleration or overspeed Inability to obtain maximum power or N1 limiting Inability to adjust/set idle speed or excessive flight idle Power Turbine Governor Symptoms Governor instability Excessive droop which cannot be cured by correct control system rigging NOTE: Above symptoms manifested by fuel control assemblies or power turbine governor assemblies which incorporate steel ball bearing separators should be corrected using appropriate DDA Operations and Maintenance Manual procedures. (b) Inspect in accordance with Paragraph (c) affected Bendix fuel control assemblies and power turbine governor assemblies within the hours time in service specified in the following schedule or before October 16, 1983, whichever occurs first: Time in Service (Hours) of Fuel Control or Power Turbine Governor Since New or Last Overhaul Inspect Within The Following Time (Hours) In Service Less than 300 100 300 or more and less than 600 50 600 or more and less than 900 150 900 or more and less than 1200 200 More than 1200 250 (c) Inspect in accordance with the applicable DDA Commercial Engine Alert Bulletin, or later FAA- approved revision, listed below to determine whether the P/N 2526146 bushing assembly with a nylon ball bearing separator is installed: Engine Model Bulletin No., dated October 15, 1982 250-C18 CEB-A-229 250-C20, -C20B, -C20F, -C20J CEB-A-1206 250-B15G CEB-A-99 250-B17, -B17B, -B17C CEB-A-1166 250-C28B, -28C CEB-A-73-2026 250-C30, -C30P, -C30S CEB-A-73-3021 (d) If a bushing assembly containing a nylon ball bearing separator is identified during inspection required by Paragraph (c), replace the bushing assembly with a serviceable assembly having a steel ball bearing separator. Reidentify serviceable fuel control assemblies or power turbine governor assemblies, after inspection, in accordance with the applicable DDA service bulletin. (e) Special flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate aircraft to a base where compliance with this AD can be accomplished. (f) Upon request of an operator, the Manager, Chicago Aircraft Certification Office, FAA, Central Region, may adjust the compliance time specified in this AD provided such requests are made through an FAA maintenance inspector, and the request contains substantiating data to justify the request for that operator. (g) Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, Central Region. This amendment becomes effective November 26, 1982. AD 82-24-05 APPENDIX All Bendix fuel control assemblies andpower turbine governor assemblies installed in DDA Model 250 series engines are suspected of containing nylon ball bearing separators, except the following assemblies all of which have steel ball bearing separators: 1. Units identified by the letter "K" marked on the fuel control assemblies or power turbine governor assemblies identification plate in the "less issues" (LI) block. 2. The following fuel control assemblies and power turbine governor assemblies which have acceptable New Hampshire Ball Bearing (NHBB) bushing assemblies and are NOT marked with letter "K." Model Bendix Part No. DDA Part No. DDA Model Unit Serial No. Fuel Control Assemblies: DP-N2 2524644-18 23001794 250-C20B/F/J 336103 and subsequent DP-P2 2524654-15 23001796 250-B17B/C 336036 and subsequent DP-T3 2524738-20 23001797 250-C28B/C 334078 and subsequent DP-V1 2524854-1 23004537 250-C30P 336051 and subsequent DP-V1 2524745-17 23001798 250-C30/S 334132 and subsequent Power Turbine Governor Assemblies: AL-AA1 2524667-8 23005492 250-C20/B/F 29288 and subsequent AL-AA1 2524769-7 23005493 250-C20B/J 29367 and subsequent AL-AC1 2524677-6 23005494 250-C28B/C 27511 and subsequent AL-AD1 2524692-5 23006268 250-C30/P/S 28914 and subsequent 3. Fuel control assemblies and power turbine governor assemblies manufactured prior to November 7, 1979, provided that they have NOT been overhauled or have NOT had P/N 2526146 bushing assembly replaced since that date. The following listed fuel control assemblies and power turbine governor assemblies were manufactured prior to November 7, 1979: Model Bendix Part No. Engine Model All Serial Numbers Including and Prior To Fuel Control Assemblies: DP-D3 2524463 250-C18 323884 DP-D3 2524527 250-C18 326174 DP-M1 2524384 250-B15G 319258 DP-N1 2524552 250-C20 320894 DP-N2 2524644 250-C20B, C20F, C20J 327936 DP-P1 2524558 250-B17 319575 DP-P2 2524654 250-B17B 327892 DP-P2 2524661 250-B17B, B17C 317461 DP-T3 2524738 250-C28B, C28C 328100 DP-V1 2524745 250-C30, C30S 326387 Power Turbine Governor Assemblies: AL-AA1 2524553 250-C20/B/F 18010 AL-AA1 2524667 250-C20/B/F 22797 AL-AA1 2524706 250-C20/B/J 20218 AL-AA1 2524769 250-C20/B/J 22921 AL-AC1 2524677 250-C28B, C28C 23097 AL-AD1 2524692 250-C30, C30P, C30S 21897
79-04-05: 79-04-05 AVCO LYCOMING: Amendment 39-3418 as amended by Amendment 39-3570. Applies to all fuel injected Lycoming series engines equipped with the following Bendix Injector Models and Parts List Numbers: Model Parts List and Issue Serial Numbers RSA-5AB1 2524254-4 2524712-1 63758 thru 65862 63503 thru 66027 RSA-5AD1 2524054-4 62999 thru 66249 2524147-6 65988 thru 65997 2524171-4 64961 thru 65060 2524213-4 61032 thru 66290 2524291-4 63678 thru 65867 2524297-3 64428 thru 64432 2524307-3 64828 thru 66854 2524335-3 65721 thru 66920 2524359-3 62401 thru 65412 2524450-2 61392 thru 65987 2524550-1 64635 thru 65887 2524673-1 63643 thru 64265 2524682-1 65071 thru 65499 2524723-1 61928 thru 65231 2524469(B) 64915 thru 65338 RSA-10AD1 2524163-7 63742 thru 65720 2524175-3 63399 thru 66941 and to all Lycoming fuel injected engines irrespective of parts list number or serial number whose Bendix Injector Models RSA-5AD1, RSA-5AB1, and RSA-10AD1 have been overhauled by a Bendix Authorized Warrant Repair Station or by AVCO Lycoming between April 1, 1977, and August 14, 1978, and to all Lycoming fuel injected engines irrespective of parts list number or serial number, whose Bendix Models RSA-5AB1, RSA- 5AD1, and RSA-10AD1 fuel injectors have been overhauled after March 31, 1977, by repair stations other than the above in which the fuel diaphragm has been replaced with a new P/N 2529471 diaphragm assembly. Compliance required within the next 10 hours in service after the effective date of this AD, unless previously accomplished. To prevent an in-flight power loss due to the separation of the P/N 2529192 regulator diaphragm stem assembly, the P/N 2529471 regulator diaphragm assembly must be removed, inspected, and replaced if necessary, in accordance with the Accomplishment Instructions listed in Bendix Energy Controls Division Service Bulletin No. RS-57 Rev. 1 or FAAapproved equivalent. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance time specified in this AD. NOTE: AVCO Lycoming Service Bulletin No. 433A also pertains to this subject. Amendment 39-3418 was effective February 26, 1979. This Amendment 39-3570 is effective September 26, 1979.
98-01-14: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-01-14, which was sent previously to all known U.S. owners and operators of Cessna Aircraft Company (Cessna) Model 182S airplanes. This AD requires replacing the left and right Aeroquip engine exhaust mufflers (P/N 71379-1254017-8) with an FAA-approved equivalent part. Reports of carbon monoxide gas entering the cabin heating system and the cabin of the Cessna Model 182S airplanes prompted this action. This condition, if not corrected, could result in passenger and pilot injury with consequent loss of control of the airplane.
2019-07-01: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FAN JET FALCON and FAN JET FALCON SERIES C, D, E, F, and G airplanes. This AD was prompted by a determination of the need for a revision to the airplane airworthiness limitations to introduce changes to the maintenance requirements and airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations and maintenance requirements. We are issuing this AD to address the unsafe condition on these products.
2019-07-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the inner skin of the lap splices, at the lower fastener row, is subject to scratch cracks that may interact with widespread fatigue damage (WFD). This AD requires a general visual inspection (GVI) of certain lap splice inspection areas for any repair common to the fuselage skin lap splice dual frequency eddy current (DFEC) inspection areas, repetitive DFEC inspections of certain lap splice inner skins for any crack, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
59-06-04: 59-06-04 NAVION: Tusco Corporation (Navion) Applies to All Models. Several failures of hydraulic actuating cylinders have occurred causing the loss of the use of the flaps and the landing gear to collapse. To prevent further difficulties of this nature, the following items must be accomplished by May 1, 1959, and at each periodic inspection thereafter. (1) Inspect the flap and landing gear actuating cylinders for cracks. If any cracks appear, the cylinder must be replaced. (2) Determine, by means of a hydraulic gage, that the hydraulic system pressure relief valve is adjusted to 1125+25, -0 p.s.i. Excessive pressures could cause damage to the components of the system. (3) Hydraulic fluid restrictors are required in the nose gear lines, Serial Numbers 1271 and subsequent, main gear lines, Serial Numbers 1790 and subsequent, and flap lines, all serial numbers. (4) Inspect the linkage adjustments of the landing gear bungee springs and the flap stops anddetermine that they have been properly adjusted in accordance with appropriate service manuals. (Tusco Corporation Service Letter No. 79 dated December 23, 1958, covers this same subject.)
2019-06-09: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by reports that baby bassinet inserts installed on airplane stowages and partitions were found loose because a self-securing fixation device (Loctite) had not been applied. This AD requires repetitive tightness checks of the baby bassinet inserts installed on stowages and partitions and, depending on findings, accomplishment of applicable corrective actions, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
2005-25-20: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A330-300, A340-200, and 340-300 series airplanes. The existing AD requires repetitive inspections to detect cracking of the fuselage skin in the area of the VHF2 antenna, and repair if necessary. The existing AD also provides for optional terminating action for the repetitive inspections. This new AD requires accomplishment of the previously optional terminating action, and revises the applicability by removing certain airplanes. This AD is prompted by the need to change the applicability of the existing AD and to mandate the formerly optional terminating action. We are issuing this AD to prevent cracking of the fuselage skin in the area of the VHF2 antenna, which could result in depressurization of the airplane. DATES: Effective December 29, 2005. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of December 29, 2005. The incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of April 12, 2000 (65 FR 12075, March 8, 2000). We must receive comments on this AD by February 13, 2006.
2005-25-15: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Model Falcon 2000 airplanes equipped with CFE Company CFE738- 1-1B turbofan engines. This AD requires determining the serial number of the engines installed on the airplane, inspecting any affected engine to verify that a spherical bearing is installed on the attachment fitting of the engine mount, and corrective action if necessary. This AD results from a report of a missing spherical bearing on the attachment fitting of the front engine mount on an in-service airplane, and subsequent damage and abnormal fatigue of the attachment fitting. We are issuing this AD to prevent reduced structural integrity of the engine mount, which could result in possible separation of an engine from the airplane.
2011-17-10: 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: * * * [T]he Federal Aviation Administration (FAA) have published Special Federal Aviation Regulation (SFAR) 88, and the Joint Aviation Authorities (JAA) have published Interim Policy INT/POL/25/ 12. The review conducted by Fokker Services on the Fokker F28 type design in response to these regulations revealed that, on certain aeroplanes, an interrupted shield contact may exist or develop between the housing of an in-tank Fuel Quantity Indication (FQI) cable plug and the cable shield of the shielded FQI system cables in the main and collector fuel tanks which can, under certain conditions, form a spark gap. This condition, if not detected and corrected, may create an ignition source in the tank vapour space, possibly resulting in a wing fuel tank explosion and consequent loss of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
57-23-01: 57-23-01 LOCKHEED: Applies to All Model 18 Aircraft Equipped With Vacuum Systems. Compliance required at next engine overhaul but not later than July 15, 1958. To guard against the possibility of excessive air temperature and associated fire hazards in the vacuum system discharge line, one of the following modifications must be accomplished: 1. Install a fusible plug in the side of the vacuum pump discharge port at right angles to the axis of the discharge port boss. Some pumps incorporate a plugged hole in the discharge port which may be enlarged to a 3/8-inch pipe tapped hole to accommodate the fusible plug. This plug should employ an AN 840-8D fitting with a binary eutectic mixture of 67.8 percent tin and 32.2 percent cadmium, which has a melting point of 351 degrees F. A drawing describing the design of such a plug is shown in Douglas Figure 2. The 3/8-inch plug fitting is intended for pumps such as the Model 3P-211 and 3P-485. For smaller pumps such as the 3P-207, and AN 840-6D fitting, incorporating the same modification as shown below, should be used. Brass fittings of the same design as the above dural fittings are acceptable. Incorporation of an overboard drain line clamped to the fusible plug is recommended but is not mandatory. On installations which do not use an overboard discharge line the possibility exists that the plug may damage other nacelle components if it can hit them upon being blown out of the adapter at high velocity. Therefore, if no overboard discharge line is provided, the installation must be made in such a manner that the plug will not be directed toward any vulnerable components when it issues from the adapter, or 2. Employ an oil separator equivalent in principle to the Genisco No. 40081 incorporating a pressure relief valve which can be disassembled for cleaning.
2019-06-08: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-223, A330-223F, A330-321, A330-322, and A330-323 airplanes. This AD was prompted by a report of fatigue cracking in the latch beam gussets on a certain thrust reverser (T/R). This AD requires a one-time special detailed inspection of certain latch beam gussets of certain T/Rs for cracks, and modifying the latch beam gussets of the T/Rs, if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
2005-25-13: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Arriel 2B and 2B1 turboshaft engines without modification TU22 incorporated. This AD requires initial and repetitive visual checks of the free turbine shield for cracks. This AD results from reports of several free turbine shields found with large circumferential cracks. We are issuing this AD to prevent failure of the free turbine shield, leading to engine misalignment, in-flight engine shutdown, emergency autorotation landing, or accident.
56-06-02: 56-06-02 PRATT & WHITNEY: Applies to All Models Engines. Compliance required as indicated. As a result of engine fire reported due to cylinder failure as a result of stud failures, the following must be accomplished to reduce cylinder and stud failures: A. If a cylinder flange attaching stud fails during engine operation, the adjacent studs may be subjected to severe overstress. The same is true if an attaching nut becomes loosened to the extent that there is clearance between the nut and the cylinder flange. If more than two adjacent studs have broken, or the nuts have become loose, there is a probability that the cylinder flange has been overstressed. B. If, during line inspection or at engine teardown prior to overhaul, a nut is found to be loose or there has been failure of a stud, replace that stud and the two adjacent studs. C. If more than two adjacent studs have failed or if more than two adjacent nuts are known to have been loose during engine operation, the cylinder should be scraped or rebarreled and all the studs on the cylinder mounting pad replaced. D. If only two adjacent studs have failed or two adjacent nuts have been found loose, the cylinder should be replaced, but it need not be scrapped provided that the nuts adjacent to the failed studs or loose nuts are found to be at least to minimum torque and that the cylinder flange has not become distorted more than 0.003 inch; also, that the flange and area above the flange are magnafluxed and show no crack indicators. If the bottom of the cylinder flange is not perfectly flat, but is not distorted more than 0.003 inch, it should be lapped flat before reinstallation. Before a replacement cylinder is installed, the crankcase studs immediately adjacent to the two broken or loose ones should be replaced. E. During cylinder installation, securely tighten the cylinder flange attaching nuts. (P&W Service Bulletin No. 1000 describes approved methods and torques.)(This subject is also covered in P&W Alert Bulletin No. 42 entitled "Cylinder Attachment Inspection and Maintenance".)
2019-06-11: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. 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 non-compliant insulation lagging on the refrigerant hoses of the air-conditioning system. We are issuing this AD to require actions to address the unsafe condition on these products.
2007-12-18: 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: It has been found that the fuel quantity probes harnesses installed in the left and right wing stub tanks on some Embraer ERJ- 170( ) aircraft models may not be protected in accordance with RBHA/ FAR (Regulamento Brasileiro de Homologacao Aeronautica/Federal Aviation Regulation) 25.981(a) and (b) requirements. The unsafe condition is potential ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-06-02: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Division (PW) PW4158 turbofan engines. This AD was prompted by several reports of high cycle fatigue (HCF) cracks found in the fuel nozzle supply manifold. This AD requires replacement of the affected fuel nozzles and fuel nozzle manifold supply assemblies with parts eligible for installation. This AD also requires installation of new brackets and clamps on the fuel nozzle supply manifold assemblies. We are issuing this AD to address the unsafe condition on these products.
2019-04-01: We are adopting a new airworthiness directive (AD) for HPH s. r.o. Models Glasf[uuml]gel 304C, Glasf[uuml]gel 304CZ, and Glasf[uuml]gel 304CZ-17 gliders. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as jamming between the double two-ring end of the towing cable and the deflector angles of the center of gravity (C.G.) release mechanism. We are issuing this AD to require actions to address the unsafe condition on these products.
54-24-04: 54-24-04 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required as indicated. Several cases of cracks in the main landing gear trunnion fittings (P/N 2021A23307, 2021A23308, 2021A23309, 2021A23310) have been reported. These cracks have been in the area of the boss and the web. To preclude failure of these parts all aircraft must be inspected and reworked as follows: I. Compliance required as soon as practical but not later than December 10, 1954, unless already accomplished. Thoroughly clean fittings and inspect using a dye penetrant inspection method. If a crack is found, rework the part in accordance with item II. If no cracks exist the part must be reinspected using an 8- power magnifying glass, dye penetrant method or equivalent every 250 hours plus or minus 75 hours. II. Compliance required prior to return to service if a crack is found. The fitting may be repaired by grinding provided the crack does not exceed either 2 inches in length or exceed 0.060 inch in depth. Parts having cracks exceeding either of the above limitations must be replaced. Repaired parts must be etch inspected. Repaired parts must be reinspected using an 8-power magnifying glass, dye penetrant method or equivalent every 250 hours plus or minus 75 hours. III. New parts of the same design (P/N 2021A23307 through 23310) must be inspected at the first regular inspection period of approximately 1,000 hours after installation, and thereafter at every 250 hours plus or minus 75 hours using an 8-power magnifying glass, dye penetrant method or equivalent. IV. Replacement parts of the improved design (P/N 2021A23307-1 through 23310-1) must be inspected visually at the first regular inspection period of 1,000 hours after installation, and thereafter at intervals not exceeding 500 hours. At 7,500 hours after installation, and thereafter at every 250 hours plus or minus 75 hours, inspect the fitting using a dye penetrant method orequivalent. (NOTE: All specified inspection intervals are based on an average landing frequency of one per hour. Where average landing frequency exceeds this, there should be a corresponding decrease in the inspection intervals.) (Martin telegram of November 3, 1954, to all 202 and 202A operators covers this subject.)
2019-06-04: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (BHTC) Model 429 helicopters. This AD requires inspecting each main rotor pitch link rod end bearing assembly (bearing) for wear and play. This AD was prompted by reports of worn bearings. The actions of this AD are intended to prevent an unsafe condition on these products.
2005-25-08: The FAA adopts a new airworthiness directive (AD) for certain Shadin ADC-2000 air data computers (ADC) installed on airplanes. This AD requires you to replace affected ADC-2000 units with a modified unit. This AD results from reports that certain ADC-2000 units display incorrect altitude information on the Electronic Flight Information System (EFIS) to the pilot. We are issuing this AD to prevent ADC-2000 units, part numbers (P/Ns) 962830A-1-S-8, 962830A-2-S-8, and 962830A-3- S-8, configurations B, C, and D, from displaying incorrect altitude information. This could cause the flight crew to react to this incorrect flight information and possibly result in an unsafe operating condition.
2005-25-09: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) PW4000 series turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life- limited parts at each piece-part opportunity. This AD modifies the airworthiness limitations section of the manufacturer's manuals and an air carrier's approved continuous airworthiness maintenance program by adding eddy current inspections for front compressor hubs installed in PW 4000-94" engine models. This AD also adds the PW4062A engine to the applicability. An FAA study of in-service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.