Results
2013-20-18: We are superseding Airworthiness Directive (AD) 2009-05-09 for Bell Model 412, 412CF, and 412EP helicopters. AD 2009-05-09 required reidentifying each affected part-numbered main rotor yoke (yoke) on its data plate, reducing the retirement life of the reidentified yoke, and revising the Airworthiness Limitations section of the maintenance manual or the Instructions for Continued Airworthiness (ICAs) accordingly. This new AD retains the requirements of AD 2009-05-09 with the exception of the P/N marking location. This AD was prompted by fatigue analysis that shows the retirement life should be reduced on certain yokes. We are issuing this AD to correct the unsafe condition on these helicopters.
2006-06-09: The FAA is adopting a new airworthiness directive (AD) for all EMBRAER Model ERJ 170 airplanes. This AD requires revising the Airworthiness Limitations section (ALS) of the airplane maintenance manual (AMM) to include new, specific maintenance tasks related to the incorporation of a new horizontal stabilizer actuator. This AD also requires revising the ALS of the AMM to include revised repetitive inspection intervals for certain tasks in the maintenance plan related to the aileron and flap/slat flight controls system. This AD results from safety assessments of the aileron and flap/slat flight controls system, conducted after the type certification of the airplane, which showed that some dormant faults did not comply with the safety assessment criteria. We are issuing this AD to prevent failure of the aileron and flap/slat controls system, which could result in reduced controllability of the airplane.
2000-21-10: This amendment adopts a new airworthiness directive (AD) that is applicable to CFE Company CFE738-1-1B turbofan engines. This action requires removing certain support assemblies and replacing them with support assemblies that have a new design. This amendment is prompted by a report of the loss of seal retention that resulted in contact between the seal face and the stage 2 high pressure turbine (HPT) rotor disk, and subsequent wear of the stage 2 HPT rotor disk. That condition resulted in separation of the stage 2 HPT wheel rim, and an uncontained failure of the stage 2 HPT rotor wheel. The actions specified in this AD are intended to prevent the static seal from moving forward, which could result in contact between the seal face and stage 2 HPT rotor, wear, and the possibility of an uncontained failure of the stage 2 HPT rotor.
2003-12-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, -320, and - 500 series airplanes; and Model ATR72-102, -202, -212, and 212A series airplanes; that requires modification of the flight attendant's seat located in the front of the cabin, and follow-on actions. This action is necessary to prevent release of the forward flight attendant's shoulder restraint harness, which could result in injury to the flight attendant in case of turbulence. This action is intended to address the identified unsafe condition.
2000-21-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires installation of sleeving on the 90-minute auxiliary power unit (APU) standby power feeder cable at body station 1351. This amendment is prompted by a report of damage to the 90-minute APU standby power feeder cable caused by shifting of unrestrained cargo containers during flight. The actions specified by this AD are intended to prevent damage to the 90-minute APU standby power feeder cable, which could result in arcing between the standby power feeder cable and the shroud of the APU fuel line, penetration of the fuel line shroud, and a consequent fire in the main deck floor above the aft cargo compartment.
2000-21-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires revising the Airplane Flight Manual to include new flight operational procedures for the fuel system; repetitive inspections of the trim transfer fuel line in the vicinity of the aft pressure bulkhead located between frame (FR) 77 and FR86 to detect any discrepancy; and corrective actions, if necessary. This amendment also requires modification of the air release valve in the fuel trim tank transfer system, which constitutes terminating action for the requirements of this AD. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent damage to the fuel trim transfer system, which could cause rupture of the trim transfer fuel line due to pressure build-up, and result in fuel leakage from that fuel line. Thisaction is intended to address the identified unsafe condition.
2013-16-10: We are adopting a new airworthiness directive (AD) for Hamilton Standard Division model 6/5500/F and 24PF and Hamilton Sundstrand Corporation model 14RF, 14SF, 247F, and 568F series propellers. This AD was prompted by the amount of corrosion detected during major inspections (MI). This AD requires incorporating inspections, based on a calendar time, into the propeller maintenance schedule. We are issuing this AD to prevent corrosion that could result in propeller failure and loss of airplane control.
73-20-08: 73-20-08 UNIVAIR AIRCRAFT CORPORATION (formerly Koppers): Amendment 39-1730. Applies to all propeller blades eligible in Models F200, F200H, and 220 propellers. Compliance: Required after receipt of this Airworthiness Directive and before further flight unless already accomplished. The inspection specified in (a) below must be performed. Propeller blades found to have defective tipping must be repaired or replaced before further flight. Propeller blades found to have the late style one piece tipping, but which have no apparent defects must be returned to Univair Aircraft Corporation, Route 3, Box 59, Aurora, Colorado 80010, within the next 25 hours of flight for inspection and rework or replacement as found necessary. (a) Visually inspect the propeller blade tipping for evidence of loosening, loose rivets or deteriorated wood under the tipping. Measure the distance from the blade tipping outboard end to the first relief cut in the stainless steel tipping material inboardfrom the tip. Blades on which there is no relief cut in the stainless steel tipping material in the first five and one-half (5 1/2) inches inboard from the tip have the late style, one piece tipping installed. Service Bulletin No. 29 on this same subject is available from Univair Aircraft Corporation, Route 3, Box 59, Aurora, Colorado 80010. This amendment becomes effective October 4, 1973.
2013-19-18: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-535E4-37, RB211-535E4-B-37, RB211-535E4-C- 37, and RB211-535E4-B-75 turbofan engines. This AD requires removal of affected parts using a drawdown plan. This AD was prompted by RR updating the low-cycle-fatigue life analysis for the low pressure turbine (LPT) stage 2 discs. We are issuing this AD to prevent LPT stage 2 disc failure, which could result in uncontained engine damage and damage to the airplane.
56-24-02: 56-24-02 CONVAIR AND MARTIN: Applies to the Following Aircraft Equipped with PR-58E5-17 and -27 Carburetors in P&W Double Wasp CB Engines: Convair 240 and 340 (Except 340's with 440 Nacelles) and Martin 202A and 404. Also Applies to 340 Aircraft With 440 Nacelles and Equipped With PR-58E5-29 Carburetors; and to 440 Aircraft Equipped with PR-58E5-29 Carburetors. Compliance required by first engine overhaul after January 1, 1957, but not later than September 1, 1957. Normal fuel metering in carburetors incorporating the PR-58E5-17 and -27 "Transport Setting" may result in powers lower than those employed for aircraft certification. This occurs in the high power range with the control in the Auto-Rich position in cases where the carburetor meters on the rich side of the allowable limits. The amount of power loss will vary with different carburetors. Performance information in the FAA-approved Airplane Flight Manual is based upon the maximum certificated power ratings ofthe engine. To obtain full rated power at manifold pressure limits for maximum continuous power, it is necessary to adjust the fuel mixture by the mixture control (takeoff power is not adversely affected by use of the full rich mixture position). (P&W Engine Operation Information Letter No. 28, and P&W Service Bulletins Nos. 1602 and 1604 cover this subject in further detail.) In order to insure obtaining the power used in aircraft certification, accomplish the following: 1. For MC power during one-engine-out operation use Auto-Lean mixture setting. Revise the pertinent airplane flight manuals accordingly to insure that the operation check procedure includes this item for engine-out operation. 2. Incorporate the leaner carburetor derichment jet per Bendix Service Bulletins Numbers 804 and 806. This applies to PR-58E5-17 and -27 carburetor settings only. The primary purpose of this change is to provide correct fuel flow for takeoff power. It does not materially affect fuel flow for maximum continuous power. 3. The Auto-Lean mixture control position should be plainly marked and identified. NOTE: Selective manual leaning of the mixture by reference to the fuel flowmeter is not satisfactory because of the time and attention required for such a procedure in an emergency. It is necessary that the mixture adjustment be completed in one direct movement by placing the control in the Auto-Lean marked position. Compliance with items 1 and 3 is not directly related to item 2, and should be accomplished as soon as possible regardless of the time of compliance with item 2.