Results
2000-20-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires removal of existing inertial reference units (IRU) and installation of modified IRU's. This amendment is prompted by a report of the failure of the left and center IRU's on a single flight. The actions specified by this AD are intended to prevent loss of multiple IRU's in flight, which could result in the loss of navigation data during flight. This could compromise the ability of the flight crew to maintain the safe flight and landing of the airplane.
53-07-01: 53-07-01\tde HAVILLAND: Applies to Model DHC-2 (Beaver) Aircraft, Serial Numbers 1 to 483 Inclusive. \n\n\tCompliance required as indicated. \n\n\tThere have been instances of the elevator outboard hinge becoming loose in its attachments to the horizontal stabilizer rib. Rivet holes have becomes enlarged permitting the fitting to "work". The de Havilland Aircraft of Canada, Ltd., in agreement with the Canadian Department of Transport, issued the following mandatory instructions in which the FAA concurs: \n\n\tInspection intervals: 50 hours, pending incorporation of the repair scheme described below. \n\n\tRepair scheme: The repair scheme described herein is not mandatory until a defect appears. (See Fig. 1.) \n\n\n\n\n\n\tThe following parts are required: \n\n\nC2-TP-179ND\nHinge plate\n2 required\n\nC2-TP-181ND\nAngle\n2 required\n1 each \nCR 162-6-8\nCherry rivet\n10 required\nend of\nCR 162-6-10\nCherry rivet\n12 required\nT/P.\nCR 163-6-8\nCherry rivet\n6 required\n\n\n\tProcedure.1.\tRemove tailcone. \n\t2.\tRemove elevator. \n\t3.\tLocate extreme outboard elevator hinges on tailplane. \n\t4.\tDrill out 4 rivets retaining hinge plates. \n\n\tImportant: Do not drill out rivet at point A until angle C2-TP-181ND has been riveted. (See Fig. 1.) \n\n\t5.\tRemove small tab at outboard ends of rear spar on tailplane. \n\t6.\tDrill out 3 rivets at point B securing angle C2-TP-139. (Angle must still remain in position secured by 1 rivet at point A.) \n\t7.\tLocate new angle C2-TP-181ND on spar rear face and flush with outer skin of end rib. \n\t8.\tRivet angles C2-TP-139 and -181ND to spar as shown at point B. \n\t9.\tDrill out rivet at point A. \n\t10.\tMake or secure new hinge plate C2-TP-179ND and assemble as shown. \n\t11.\tAssemble studs to new hinge plates. \n\t12.\tReplace elevator and tailcone. \n\n\t(de Havilland Technical News Sheet Series B, No. 60, dated February 10, 1953, Subject "Tailplane - Elevator Outboard Hinge - Mod. 2/901" covers this same subject.)
2019-03-30: We are adopting a new airworthiness directive (AD) for certain Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135ER, - 135KE, -135KL, and -135LR airplanes and Model EMB-145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD was prompted by reports of internal corrosion of the stow/transit switches installed in the engine thrust reversers. This AD requires installation of new stow/ transit switches. We are issuing this AD to address the unsafe condition on these products.
98-13-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300-600 series airplanes, that requires inspections to detect corrosion and cracking of the lower horizontal stabilizer cutout longeron, the corner fitting, the skin strap, and the outer skin; and repair, if necessary. This amendment is prompted by cracking found at the lower corner of the horizontal stabilizer cutout longeron during a full scale fatigue test. The actions specified by this AD are intended to prevent such cracking, which could result in reduced structural integrity of the horizontal-stabilizer cutout longeron.
2007-05-19: The FAA adopts a new airworthiness directive (AD) for all Glasflugel Models H 301 "Libelle,'' H 301B "Libelle,'' Standard "Libelle,'' and Standard Libelle-201B sailplanes. This AD requires you to replace the rudder actuator arm (manufactured according to drawing No. 301-45-10) with an improved design rudder actuator arm (manufactured following drawing No. 301-45-13). This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect and correct damage to the rudder actuator arm, which could result in failure of the rudder actuator arm. This failure could result in reduced or loss of rudder control.
2000-20-03 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 series airplanes, that currently requires installation of shields for the aileron quadrants in the wheel bay of the main landing gear (MLG). This amendment revises the compliance time for the requirements of that AD. The actions specified in this AD are intended to prevent accumulation of water, ice, or slush on the aileron quadrants and control cable pulleys in the wheel bay of the MLG, which could freeze and result in reduced controllability of the airplane.
2019-03-27: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model Falcon 10 airplanes. This AD was prompted by a report indicating that certain wing anti-ice outboard flexible hoses were found damaged, likely resulting from the installation process. This AD requires repetitive detailed inspections of certain wing anti- ice outboard flexible hoses, and replacement of certain wing anti-ice outboard flexible hoses, as specified in an European Aviation Safety Agency (EASA) Emergency AD, which is incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
74-10-13: 74-10-13 BOEING: Amendment 39-1845. Applies to all Model 707 and 720 airplanes having 6,000 hrs., or more, time in service, certificated in all categories. \n\tCompliance is required as indicated, unless already accomplished. \n\tTo prevent excessive non-recoverable internal hydraulic leakage in the auxiliary hydraulic system and the possible loss of aircraft direction control at critical air speeds, accomplish the following: \n\tPART I \n\t(a)\tPART I of this AD applies to airplanes which will be used for flight crew training. \n\t(b)\tPrior to further flight for crew training, and thereafter at intervals not to exceed 2,000 hours time in service from the last inspection, the airplane auxiliary hydraulic system must be inspected and replaced or reworked, as necessary, in accordance with the following: \n\t\t(1)\tInspect for evidence of internal leakage per the information contained in Boeing Alert Service Bulletin 3154 dated April 12, 1974, or later FAA approved revisions of Boeing Alert Service Bulletin 3154 or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(2)\tAirplanes with an auxiliary hydraulic system having internal leakage equal to or greater than 1.0 GPM but less than 3.0 GPM may not be used in training or revenue service but may only be flown in accordance with FAR 21.197 to a maintenance base for replacement or rework, as necessary, of the defective auxiliary hydraulic system components. \n\t\t(3)\tAirplanes with an auxiliary hydraulic system having 3.0 GPM, or more, internal leakage must have the defective auxiliary hydraulic system components replaced or overhauled, as necessary, prior to further flight. \n\tPART II \n\t(a)\tPART II of this AD applies to airplanes which have not been inspected and reworked, as necessary, in accordance with Amendment 39-1753 (F. R. Doc. 73-25927), AD-73-25-2. \n\t(b)\tWithin 300 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 2,000 hours time in service from the last inspection, accomplish the following: \n\t\t(1)\tInspect for evidence of internal leakage and replace or rework, as necessary, per the information contained in Boeing Alert Service Bulletin 3154 dated April 12, 1974, or later FAA approved revisions of Boeing Alert Service Bulletin 3154 or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(2)\tAirplanes with an auxiliary hydraulic system having internal leakage equal to or greater than 1.0 GPM but less than 3.0 GPM may not be used in revenue service but may only be flown in accordance with FAR 21.197 to a maintenance base for replacement or rework, as necessary, of the defective auxiliary hydraulic components. \n\t\t(3)\tAirplanes with an auxiliary hydraulic system having 3.0 GPM, or more, internal leakage must have the defective auxiliary hydraulic system components replaced or overhauled, as necessary, prior to further flight. \n\tPART III \n\t(a)\tPART III of this AD applies to airplanes which have been inspected and reworked, as necessary, in accordance with Amendment 39-1753 (F. R. Doc. 73-25927), AD-73-25-2. \n\t(b)\tWithin 600 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 2,000 hours time in service from the last inspection, accomplish the following: \n\t\t(1)\tInspect for evidence of internal leakage and replace or rework, as necessary, per the information contained in Boeing Alert Service Bulletin 3154 dated April 12, 1974, or later FAA approved revisions of Boeing Alert Service Bulletin 3154, or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(2)\tAirplanes with an auxiliary hydraulic system having internal leakage equal to or greater than 1.0 GPM but less than 3.0 GPM, may not be used in revenue service but may only be flown in accordance with FAR 21.197 to a maintenance base for replacement or rework, as necessary, of the defective auxiliary hydraulic system components. \n\t\t(3)\tAirplanes with an auxiliary hydraulic system having 3.0 GPM, or more, internal leakage must have the defective auxiliary hydraulic system components replaced or overhauled, as necessary, prior to further flight. \n\tFor the purpose of complying with the repetitive periodic inspection requirement of this AD, the 2,000 hours time in service may be adjusted by submitting substantiating technical data through the FAA assigned maintenance inspector for the approval of the Chief, Engineering and Manufacturing Branch, Flight Standards Division, FAA, Northwest Region. \n\n\tThis AD Amendment 39-1845 supersedes AD 73-25-2. \n\tThis Amendment becomes effective May 14, 1974.
2007-04-01: 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 possible installation of undersize rivets in the fuselage roof at STN 180.85, BL 19.67, WL 86.2. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-05-09: 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 AD is issued following a nose landing gear collapse during takeoff roll. Several expertises proved that the locking device of the Nose Landing Gear (NLG) actuator rod was on several F406 airplanes not conforming with the installation approved by the manufacturer. There were two different landing gear actuator designs installed on the Model F406 airplanes (Teijin Seiki and Cessna). The actuators used different locking devices to retain the spherical rod-end to the actuator rod. Use of the incorrect locking device could allow the spherical rod-end to disconnect from the actuator rod. We are issuing this AD to require actions to correct the unsafe condition on these products.