Results
2001-04-13: This amendment supersedes an existing airworthiness directive (AD) for Eurocopter France (ECF) Model SA.315B, SA.316B, SA.316C, SE.3160, and SA.319B helicopters. That AD requires initial and recurring inspections of the main rotor blade (blade) spar for cracks. This amendment requires initial and recurring dye penetrant or eddy current inspections for a cracked blade spar at 100- hour time-in-service (TIS) intervals or 600 cycles, whichever occurs first, rather than the 25-hour TIS intervals currently required. This amendment is prompted by an accident in which an ECF Model SA.315B helicopter blade failed due to fatigue cracking. The actions specified by this AD are intended to prevent separation of a blade and subsequent loss of control of the helicopter.
2016-09-12: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD requires repetitive inspections of the bilge barriers located in the forward and aft cargo compartments for disengaged decompression panels, and reinstalling any disengaged panels. This AD was prompted by several reports of disengaged decompression panels found on in-service airplanes. We are issuing this AD to detect and correct disengaged decompression panels from the bilge barriers located in the forward and aft cargo compartments. In the event of a cargo compartment fire, this condition would provide a path for smoke and Halon to enter the flight compartment and passenger cabin, which could result in the inability to contain and extinguish a fire.
2001-05-04: This amendment adopts a new airworthiness directive (AD) that applies to all PIAGGIO AERO INDUSTRIES S.p.A (PIAGGIO) Model P-180 airplanes. This AD requires you to inspect the flap actuators for incorrect maneuvering and evidence of grease and oxidation around the gear box (actuators with any of these conditions are referred to as problem actuators). If you find a problem actuator, this AD requires you to immediately replace the flap actuators with improved design actuators or repair the existing actuators to the improved design level. If you do not find a problem actuator, this AD requires you to repeat the inspection until the installed actuators are of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to detect and remove problem flap actuators from service. Continued operation with problem actuators could result in flap systemfailure, with consequent reduction in, or loss of, control of the airplane.
52-10-01: 52-10-01 CURTISS-WRIGHT: Applies to all Model C-46 aircraft. Compliance required as soon as possible, but not later than August 1, 1952. To provide circuit protection for the leads to both ammeters in the electric power system, the following shall be accomplished: In those aircraft having the ammeter shunts in the positive generator leads, install a circuit breaker or fuse in each ammeter lead as close as practicable to the shunt.
2001-04-14: This amendment supersedes an existing airworthiness directive (AD) for Societe Nationale Industrielle Aerospatiale (currently Eurocopter France) Model AS350 and AS355 series helicopters that currently requires inspecting the fuselage frame (frame) for a crack at the fuselage-to- tailboom interface and replacing or repairing, as necessary. That AD also requires a fastener torque check and retorquing, as necessary. This amendment retains the requirements of the existing AD but would increase the inspection interval from 1,200 hours time-in-service (TIS) to 2,500 hours or 6 years TIS, whichever occurs first. This amendment revises the time interval for inspecting the frame at the fuselage-to-tailboom interface to coincide with the inspection interval specified in the maintenance manual. The actions specified by this AD are intended to eliminate confusion and unnecessary costs and to prevent a cracked frame, tailboom failure, and subsequent loss of control of the helicopter.
2001-04-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 767 series airplanes. This action requires repetitive testing of the elevator control system to determine if an elevator power control actuator (PCA) is rigged incorrectly due to yielded or failed shear rivets in a bellcrank assembly for the elevator PCA, and follow-on actions, if necessary. This action is necessary to prevent continued operation with yielded or failed shear rivets in a bellcrank assembly for the elevator PCA, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2022-25-51: The FAA is adopting a new airworthiness directive (AD) for all Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. The FAA previously sent this AD as an emergency AD to all known U.S. owners and operators of these airplanes. This AD was prompted by reports of the autopilot/autothrottle system design resulting in inadvertent engagement of the autopilot when the flightcrew was attempting to engage the autothrottle late into the take-off phase or when attempting to re-engage the autothrottle during takeoff after uncommanded disconnect. This AD requires revising the Limitations section of the existing airplane flight manual (AFM) by revising the title of the existing autopilot AFM limitation, include a new warning prior to the existing autopilot engagement limitations, and include a new limitation prohibiting selecting or reselecting autothrottle during takeoff after thrust levers are advanced to the takeoff setting after the existing autopilot engagement limitations. The FAA is issuing this AD to address the unsafe condition on these products.
76-08-01 R1: 76-08-01 R1 SIKORSKY AIRCRAFT: Amendment 39-2581 as amended by Amendment 39- 4006. Applies to Sikorsky S-61L helicopters prior to and including Serial No. 61454, and S-61A, S-61D, S-61E, and S-61V helicopters. Compliance required as indicated. To prevent possible separation of the tail rotor pylon due to cracks in the pylon hinge fittings, accomplish the following: (a) Within 30 hours' time in service after the effective date of this AD, unless already accomplished within the last 120 hours' time in service, and thereafter at intervals not to exceed 150 hours' time in service from the last inspection, inspect the upper and lower pylon hinge fitting assemblies, P/N S6120-66117-0 and -2, and P/N S6120-66120-0 and -2, in accordance with Section 2, Paragraphs B and A (1) of Sikorsky Service Bulletin No. 61B20-13C, dated November 12, 1980, or later FAA approved revisions, or in accordance with equivalent methods approved by the Chief, Engineering and Manufacturing Branch, New England Region. (b) If a crack is found around the edge of the bushings in the lug or in the shaded area shown in Detail B, Figure 1, of the above service bulletin, replace the fitting prior to further flight. (c) If a crack is found on the flat surface of the alignment pad, and the crack is below the limits of Detail B, Figure 1, of the above Sikorsky Service Bulletin or later FAA approved revisions, rework to remove the crack in accordance with Section 2, Paragraph C, of the above Sikorsky Service Bulletin or later FAA approved revisions or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, New England Region. If the crack is beyond the limits of Detail B, Figure 1, replace the fitting prior to further flight. (d) If it is found that contact has been made between the fitting and the lug alignment pad, or less than 0.010 inch clearance exists in this area, perform a rework and inspection of the fittings, prior tofurther flight, in accordance with Section 2, Paragraph C of the above Sikorsky Service Bulletin or later approved revisions, or in accordance with equivalent methods approved by the Chief, Engineering and Manufacturing Branch, New England Region. The manufacturer's procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Stratford, Connecticut 06602. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C., and at the FAA, New England Region Headquarters, Burlington, Massachusetts. This AD supersedes Amendment 39-1921 (39 F.R. 28975), AD 74-17-06. Amendment 39-2581 became effective April 30, 1976. This amendment 39-4006 becomes effective December 29, 1980.
77-22-02: 77-22-02 BELLANCA AIRCRAFT: Amendment 39-3065. Applies to Bellanca Models 14-19-3 Serial Numbers 4106 thru 4228, 14-19-3A Serial Numbers 4229 thru 4342, 17-30 Serial Numbers 30001 thru 30262 and 17-30A Serial Numbers 30263 thru 30853 series aircraft equipped with P/N 191106, 191898 nose landing gear engine mount certificated in all categories. Compliance required as indicated below. 1. Within the next 50 hours time in service after the effective date of the airworthiness directive and thereafter at intervals not to exceed 100 hours time in service from the last inspection until Bellanca Kit SK1267-4019 Note 3 is installed, visually inspect with a 10x magnification glass both forward left and right hand portions of the engine mount bed rail frame nose landing gear support structure Bellanca Part No. 191106 and 191898 in accordance with Bellanca Service Letter #B-96 or later FAA approved revisions. 2. If no cracks or tube buckling are found, repaint in accordance with Bellanca's Service Letter #B- 96 and repeat inspection as set forth in paragraph 1 above within next-following 100 hours in service. 3. If cracks are found in the engine mount bed frame, the bed frame must be either modified in accordance with Bellanca Service Kit SK1267-4019 or repaired in accordance with Advisory Circular 43-13-1A, Chapter 2, Section 2. Only those tubes modified in accordance with SK1267-4019 shall be exempt from the inspection provisions of paragraph 1. 4. If tube buckling is found in the engine mount bed frame, the bed frame must be modified in accordance with Bellanca Service Kit SK1267-4019. 5. Aircraft may be flown in accordance with FAR 21.197 to a base where the modification (SK1267-4019) may be performed. 6. Report immediately to Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region, if cracks are found; telephone (312)694-4500, ext. 424. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) TheBellanca Aircraft inspections and procedures identified in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 522(a)(1). The Bellanca Aircraft Service Letters incorporated herein may be obtained upon request to Bellanca Aircraft Corporation, P.O. Box 69, Municipal Airport, Alexandria, Minnesota 56308, telephone (612)762-1501. These documents may also be examined at the FAA Great Lakes Region, 2300 East Devon Avenue, Des Plaines, Illinois 60018 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C. and the Great Lakes Region. This amendment becomes effective November 2, 1977.
2016-09-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 series airplanes. This AD requires a detailed inspection for correct installation of the flex hose clamp of the occupant backup air supply and a general visual inspection for damage of the flex hose, and related investigative and corrective actions if necessary. This AD was prompted by a report indicating that flex hoses of the occupant backup air supply were found disconnected from the adjacent fiberglass duct on two airplanes. We are issuing this AD to detect and correct an incorrect clamp installation on the inboard end of the flex hose, which allows the flex hose to slowly become disconnected from the adjacent fiberglass duct, and damage to the hose. This condition, in conjunction with a cargo fire event, can potentially lead to decreased airflow to the main deck, possibly resulting in smoke and/ or toxic fumes penetrating into the main deck passenger compartment, which could result in injury to the passengers or cabin crew.
2022-25-18: The FAA is superseding Airworthiness Directive (AD) 2005-06- 14, which applied to certain British Aerospace Model BAe 146 and Model Avro 146-RJ series airplanes. AD 2005-06-14 required repetitive inspections for cracking of the outer links on the main landing gear (MLG) side stays, and corrective actions if necessary. AD 2005-06-14 also provided an optional terminating action for the repetitive inspections. Since the FAA issued AD 2005-06-14, there has been a report of additional cracking on a MLG side stay on which the terminating action has been done. This AD continues to require the actions specified in AD 2005-06-14 and requires new repetitive inspections for cracking of the MLG side stay outer link and replacement if necessary as specified in a United Kingdom (U.K.) Civil Aviation Authority (CAA) (U.K. CAA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2001-03-52: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2001-03-52 that was sent previously to all known U.S. owners and operators of Bombardier Model CL-600-2B16 (CL-604) series airplanes by individual notices. This AD requires revising the airplane flight manual to provide the flight crew with revised aft center of gravity (CG) limits. This action is prompted by issuance of mandatory continuing airworthiness information by a foreign airworthiness authority. The actions specified by this AD are intended to prevent fuel migration under conditions of acceleration and/or climb, which could result in the airplane exceeding the aft center of gravity limit, and consequent loss of control of the airplane.
81-20-03: 81-20-03 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 4247. Applies to Model A109A helicopters certificated in all categories with tail rotor drive shaft support bearings P/N 109-0424-01-1 installed (7 places). Compliance required as follows, unless already accomplished. To prevent hazardous loss of directional control due to failure of a tail rotor drive shaft support bearing and subsequent failure of the tail rotor drive shaft, accomplish the following: a. Before the first flight of each day after the effective date of this AD, visually check all seven tail rotor drive shaft support bearings, P/N 109-0424-01-1, for general condition, security, excessive play, slippage, or loss of lubricant. If any signs of damage, overheat, looseness, slippage, or loss of lubricant exist, the tail rotor drive shaft and all bearings and associated collars, retention rings, and dust boots must be further inspected and relubricated, or replaced as applicable, in accordance with steps 1, 2, 3, and 4 of Agusta Bollettino Tecnico No. 109-30, dated March 25, 1981, or an FAA-approved equivalent, prior to further flight. b. Within the next 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 600 hours' time in service, inspect and relubricate, or replace as applicable, the tail rotor shaft, bearings, collars, and associated parts, in accordance with steps 1, 2, 3, and 4 of Agusta Bollettino Tecnico No. 109-30, dated March 25, 1981, or FAA-approved equivalent. Defective parts found during this activity must be replaced with serviceable like parts prior to further flight. The daily check required by paragraph a. of this AD may be performed by pilots authorized under FAR 43.3(h) to perform preventative maintenance on this helicopter provided: c. The pilot's logbook has been endorsed by a properly rated mechanic stating that the pilot has been trained to conduct the check required by this AD; andd. The rotorcraft is equipped with hinged inspection access panels located in the cooling fan cowl (for Nos. 1 and 2 bearings), over the tail boom section (for Nos. 3, 4, 5, and 6 bearings) and in the tail rotor vertical fin fairing (for No. 7 bearing). NOTE: Bearings are numbered from front to rear. See FAR 91.173 for the requirements regarding the listing of compliance with paragraphs A and B of this AD in the aircraft's maintenance records. Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, or by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101. Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly aircraft to a base where the inspections required by paragraph b. of this AD (initial compliance with Agusta Bollettino Tecnico No. 109-30) may be accomplished. This amendment becomes effective November 12, 1981, for all persons except those to whom it was made immediately effective by priority mail AD No. 81-20-03 dated September 29, 1981.
2016-08-02: We are adopting a new airworthiness directive (AD) for certain Airbus Model A320-214, -232, and -233 airplanes; and Airbus Model A321- 211 and -231 airplanes. This AD was prompted by reports of incorrect installation of jiffy joint connectors on cables connected to certain passenger service units (PSUs), which could cause the passenger oxygen container to malfunction if the connector becomes disengaged during flight due to vibration. This AD requires identification of the affected PSUs, and depending on findings, doing applicable related investigative and corrective actions. We are issuing this AD to prevent failure of the door of the passenger oxygen container to open in the event of airplane decompression, resulting in lack of oxygen supply and consequent injury to occupants.
2001-04-07: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe Aerospatiale (SOCATA) Model TBM 700 airplanes. This AD requires you to install a thermal protection sleeve on the propeller governor flexible cable. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent loss of propeller control because of hardening or blocking of the control cable, which could result in the inability to control propeller pitch and inability to feather the propeller. Such failure could lead to loss of airplane control.
95-01-51: 95-01-51 AIRBUS INDUSTRIE: Amendment 39-9125. Docket 94-NM-248-AD. Applicability: All Model A300, A300-600, A310, A330, and A340 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (d) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent rupture of a cockpit sliding window and subsequent rapid decompression of the fuselage, accomplish the following: (a) Within 7 days after the effective date of this AD, perform an inspection of the left- and right-hand sliding side windows in the cockpit to identify the part number (P/N) of those windows, in accordance with paragraph 4.1 of Airbus All Operators Telex (AOT) 30-01, dated December 22, 1994. (b) If no window manufactured by PPG Industries having P/N NP175202-1 (left-hand side) or NP175202-2 (right-hand side) is installed, no further action is required by this AD. (c) If any window manufactured by PPG Industries having P/N NP175202-1 (left-hand side) or NP175202-2 (right-hand side) is installed, prior to further flight, accomplish either paragraph (c)(1), (c)(2), or (c)(3) of this AD in accordance with Airbus AOT 30-01, dated December 22, 1994. (1) Deactivate the associated sliding window defogging system in accordance with the procedures specified in paragraph 4.2.2 of the AOT. The defogging system may remain deactivated until the window is replaced in accordance with paragraph (c)(3) of this AD. Or NOTE 2: This AD may permit the defogging system to be deactivated for a longer time than is specified in the Master Minimum Equipment List (MMEL). In any case, the provisions of this AD prevail. (2) Install thermo-sensitive indicators in two areas of the sliding side window (left- and right-hand sides) in accordance with the procedures specified in paragraph 4.3 of the AOT. Thereafter, perform a daily inspection of the indicators to determine if the 60-degree segment of any indicator turns from light grey to black, in accordance with the procedures specified in paragraph 4.3 of the AOT. If any indicator turns black, prior to further flight, deactivate the associated sliding window defogging system in accordance with paragraph (c)(1) of this AD. Or (3) Replace the PPG Industries window with a serviceable window manufactured by PPG Industries or by SPS, in accordance with the procedures specified in paragraph 5.1 of the AOT. After such replacement, no further action is required by this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with Airbus All Operators Telex 30-01, dated December 22, 1994. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on February 14, 1995, to all persons except those persons to whom it was made immediately effective by telegraphic AD T95-01-51, issued December 29, 1994, which contained the requirements of this amendment.
2016-07-23: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of in-flight loss of fixed and hinged main landing gear (MLG) fairings, and reports of post-modification MLG fixed fairing assemblies that have wear and corrosion. This AD requires, for certain airplanes, repetitive replacements of the fixed fairing upper and lower attachment studs of both left-hand (LH) and the right-hand (RH) MLG; and repetitive inspections for corrosion, wear, fatigue cracking, and loose studs of each forward stud assembly of the fixed fairing door upper and lower forward attachment of both LH and RH MLG; and replacement if necessary. This AD also provides an optional terminating modification for the repetitive replacements of the fixed fairing upper and lower attachment studs. We are issuing this AD to prevent in-flight detachment of an MLG fixed fairing and consequent damage to the airplane.
2016-08-20: We are superseding airworthiness directive (AD) 2014-12-51 for Airbus Helicopters (previously Eurocopter France) Model EC130B4 and \n\n((Page 26104)) \n\nEC130T2 helicopters. AD 2014-12-51 required repetitively inspecting the tailboom to Fenestron junction frame (junction frame) for a crack. This new AD retains the requirements of AD 2014-12-51, changes the applicability from helicopters with certain hours time-in-service (TIS) to junction frames with certain hours TIS, and adds a compliance time for sling cycles to the junction frame inspection interval. The actions of this AD are intended to detect a crack and to prevent failure of the junction frame, which could result in loss of the Fenestron and subsequent loss of control of the helicopter.
2001-04-06: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International, S.A. CFM56-3, -3B, and -3C series turbofan engines. This amendment requires that use of certain lubricants no longer on the manufacturer's approved list be discontinued. In addition, this amendment requires a one-time fan disk dovetail wear measurement, and if wear exceeds certain limits, requires an ultrasonic inspection for cracks in the fan disk, and, if necessary, removal from service of fan disks and replacement with serviceable parts. This amendment is prompted by reports of fan disk heavy wear and cracks. The actions specified by this amendment are intended to prevent fan disk failure, which could result in an uncontained engine failure and damage to the aircraft.
2001-04-03: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-145 series airplanes, that requires inspection of the bolts on the hinge fittings that attach the spring tab and the servo tab to the rear spar of the elevators for evidence of loosening; inspection of the region of the hinge fittings on the spring tab for interference of the bonding jumpers attached to the hinge fittings with the leading edge of the spring tab; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign airworthiness authority. The actions specified by this AD are intended to prevent the spring tab or the servo tab from becoming disconnected, resulting in structural failure. The action is also intended to prevent damage to the leading edge of the spring tab, which could result in loss of control of the elevator.
2022-23-09: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90-90B, GE90-94B, GE90-110B1, and GE90-115B model turbofan engines. This AD was prompted by a manufacturer investigation that revealed that certain high-pressure turbine (HPT) stage 1 disks, HPT stage 2 disks, and stages 7-9 compressor rotor spools were manufactured from powder metal material suspected to contain iron inclusion. This AD requires the replacement of the affected HPT stage 1 disks, HPT stage 2 disks, and stages 7-9 compressor rotor spools. The FAA is issuing this AD to address the unsafe condition on these products.
2022-25-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of the passenger door failing to dampen during opening at regularly scheduled maintenance checks, causing the door to open more rapidly than normal. An investigation found that a contributing factor was erroneous aircraft maintenance manual (AMM) procedures. This AD prohibits using certain versions of certain AMM tasks for the passenger door. The FAA is issuing this AD to address the unsafe condition on these products.
2001-04-01: This amendment adopts a new airworthiness directive (AD), applicable to all BAe Systems (Operations) Limited Model BAe 146 and Model Avro 146-RJ series airplanes, that requires repetitive non-destructive testing inspections to detect cracking at the fuselage end of the inner sidestays of the main landing gear (MLG) by the anti-rotation pin, and replacement of the sidestay with a new sidestay, if necessary. This amendment is necessary to detect and correct fatigue cracking of the inner sidestays of the MLG, which could result in failure of the MLG. This action is intended to address the identified unsafe condition.
2001-03-12: This amendment supersedes an existing airworthiness directive (AD), applicable to all British Aerospace (Jetstream) Model 4101 airplanes, that currently requires repetitive inspections to detect loose or migrated levers of the elevator cable tension regulators, and replacement of the regulator assembly with a new assembly, if necessary. This amendment requires modification of the elevator cable tension regulator lever assembly, terminating the repetitive inspections. 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 the elevator cable tension regulator from becoming detached from the splined shaft of the assembly, which could result in difficulty adjusting the elevators, leading to reduced controllability of the airplane.
2022-23-03: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-2A12 airplanes. This AD was prompted by the investigation of erroneous radio altimeter data that was displayed on an in-service airplane. It was revealed that certain radio altimeter coaxial cables used by the radio altimeter systems, in the aft fuselage equipment bay, were damaged. This AD requires replacing affected radio altimeter coaxial cables. The FAA is issuing this AD to address the unsafe condition on these products.