Results
94-16-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to detect cracking, corrosion, and wear of various components of the main landing gear (MLG) brake assembly, and correction of discrepancies. This amendment is prompted by reports indicating that components in the MLG assembly have been damaged due to the consequences of vibration in the brake assembly. The actions specified by this AD are intended to minimize the exposure of the brake assembly to the consequences of a vibratory condition that could ultimately lead to failure of components of the MLG; such failure could severely affect the braking capability of the airplane while on the ground.
2001-13-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-120 series airplanes. This action requires revising the Airplane Flight Manual, installing a placard on the main instrument panel, and removing the "LIGHT-HEAVY" inflation switch of the leading edge deicing boots. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. This action is intended to ensure that the flight crew is provided with accurate indications of the severity of ice accretion and appropriate procedures and actions to prevent reduced controllability of the aircraft due to accretion of ice on the airplane.
2018-12-01: We are superseding Airworthiness Directive (AD) 2012-03-11 for all Safran Helicopter Engines, S.A., Arriel 2B and 2B1 turboshaft engines. AD 2012-03-11 required checking the transmissible torque between the low-pressure (LP) pump impeller and the high-pressure (HP) pump shaft on the HP/LP pump and metering valve assembly, hereafter referred to as the hydro-mechanical metering unit (HMU). Since we issued AD 2012-03-11, the manufacturer determined that incorporating Modification TU 178 is a more effective method to reduce the risk of uncoupling between the LP fuel pump impeller and the HP fuel pump shaft than the prior Modification TU 147. This AD requires inspection and possible replacement of the HMU. This AD was prompted by three cases of uncoupling of the HMU LP fuel pump impeller and the HP fuel pump shaft since AD 2012-03-11 was issued. We are issuing this AD to address the unsafe condition on these products.
92-19-02: 92-19-02 FOKKER: Amendment 39-8359. Docket 92-NM-41-AD. Applicability: Model F28 series airplanes; serial numbers 11003 through 11241, 11991, and 11992; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the lapjoints between stringers 16 and 17, and consequent decompression, accomplish the following: (a) For airplanes in the post-SBF28/21-16 configuration, repair the lapjoints located between stringers 16 and 17 (58 and 59), between frames 13345 and 14285, in accordance with Fokker Service Bulletin F28/53-121, Revision 1, dated December 13, 1991, and in accordance with the following schedule: (1) For airplanes that have accumulated less than 32,000 flight cycles as of the effective date of this AD, accomplish the repair prior to the accumulation of 32,000 flight cycles or within 35 months after the effective date of this AD, whichever occurs later; (2) For airplanes that have accumulated 32,000 or more flight cycles but less than 40,000 flight cycles as of the effective date of this AD, accomplish the repair prior to the accumulation of 40,000 flight cycles or within 23 months after the effective date of this AD, whichever occurs later; (3) For airplanes that have accumulated 40,000 or more flight cycles as of the effective date of this AD, accomplish the repair within 11 months after the effective date of this AD. (b) For airplanes in the pre-SBF28/21-16 configuration, repair the lapjoints located between stringers 16 and 17, (58 and 59) between frames 13345 and 14285, in accordance with Fokker Service Bulletin F28/53-121, Revision 1, dated December 13, 1991, and in accordance with the following schedule: (1) For airplanes that have accumulated less than 48,000 flight cycles as of the effective date of this AD, accomplish the repair prior to the accumulation of 48,000 flight cycles or within 35 months after the effective dateof this AD, whichever occurs later. (2) For airplanes that have accumulated 48,000 or more flight cycles but less than 60,000 flight cycles as of the effective date of this AD, accomplish the repair prior to the accumulation of 60,000 flight cycles or within 23 months after the effective date of this AD, whichever occurs later. (3) For airplanes that have accumulated 60,000 or more flight cycles as of the effective date of this AD, accomplish the repair within 11 months after the effective date of this AD. (c) Accomplishment of the repairs required by paragraphs (a) and (b) of this AD constitutes terminating action for the inspections identified as item 53-30-08 in the Fokker F-28 Structural Integrity Program (SIP), which are required by AD 89-07-16 R1, Amendment 39-6444. (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: 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 FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The repair shall be done in accordance with Fokker Service Bulletin F28/53-121, Revision 1, dated December 13, 1991. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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 October 8, 1992.
94-17-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires inspections, adjustments, and functional checks of the thrust reverser system; installation of a terminating modification; and repetitive operational checks of the gearbox locks and the air motor brake following accomplishment of the modification. This amendment is prompted by the identification of a modification that ensures that the level of safety inherent in the original type design of the thrust reverser system is further enhanced. The actions specified by this AD are intended to prevent possible discrepancies that exist in the current thrust reverser control system, which could result in an inadvertent deployment of a thrust reverser during flight.
2008-03-03: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-135 airplanes; and Model EMB-145, -145ER, - 145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires inspections to detect discrepancies of the components of the elevator control system, repetitive movements of the control column to observe the normal response of the elevators, repetitive inspections to detect discrepancies of the skin of the elevators, and applicable related investigative actions and corrective actions. This AD also provides for optional terminating actions for the inspections and measurements. This AD results from a report indicating that a Model EMB-145 airplane did not rotate in response to the command from the yoke during take-off, which resulted in a rejected take-off. We are issuing this AD to detect and correct discrepancies of the elevator control system, which could result in reduced control of the elevators and consequent reduced controllability of theairplane.
2001-13-04: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model EC 155B helicopters. This AD requires, before each takeoff with a cabin sliding door in the open position, visually checking each sliding door to ensure that each door roller is inside its rail. If a roller is outside its rail, before further flight, each roller on each door must be replaced inside its rail. This AD also revises the Limitations section of the Rotorcraft Flight Manual (RFM) by prohibiting the opening and closing of a cabin sliding door in flight. This AD is prompted by the loss of a cabin sliding door in flight. The actions specified by this AD are intended to prevent in- flight loss of a cabin sliding door, impact with the main rotor or fenestron, and subsequent loss of control of the helicopter.
2020-06-14: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD requires repetitive cycling of the airplane electrical power. This AD was prompted by a report that the stale-data monitoring function of the common core system (CCS) may be lost when continuously powered on for 51 days. This could lead to undetected or unannunciated loss of common data network (CDN) message age validation, combined with a CDN switch failure. The FAA is issuing this AD to address the unsafe condition on these products.
2008-02-16: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-200 and 767-300 series airplanes. This AD requires reworking certain duct assemblies in the environmental control system (ECS). This AD results from reports of duct assemblies in the ECS with burned Boeing Material Specification (BMS) 8-39 polyurethane foam insulation. This AD also results from a report from the airplane manufacturer that airplanes were assembled with duct assemblies in the ECS wrapped with BMS 8-39 polyurethane foam insulation, a material of which the fire retardant properties deteriorate with age. We are issuing this AD to prevent a potential electrical arc from igniting the BMS 8-39 polyurethane foam insulation on the duct assemblies of the ECS, which could propagate a small fire and lead to a larger fire that might spread throughout the airplane through the ECS.
2008-02-15: 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: Some taperlocks used in the wing-to-fuselage junction at rib 1 were found to be non-compliant with the applicable specification, resulting in a loss of pre-tension in the fasteners. In such conditions, the structural integrity of the aircraft could be affected. We are issuing this AD to require actions to correct the unsafe condition on these products.