Results
2004-08-11: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes, that requires a review of airplane maintenance records and an inspection of the nose landing gear (NLG) to determine the part number of the steering pinion, and follow-on/corrective actions as applicable. This action is necessary to prevent failure of the steering pinion in the NLG, which could result in loss of steering and possible damage to the airplane during takeoff and landing. This action is intended to address the identified unsafe condition.
2021-19-08: The FAA is adopting a new airworthiness directive (AD) for certain Robinson Helicopter Company Model R44 and R44 II helicopters. This AD was prompted by reports of cracked tail rotor blades (blades). This AD requires checking each blade for any crack and removing any cracked blade from service. This AD also requires removing all affected blades from service and prohibits installing any affected blade on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
76-09-05: 76-09-05 TURBOMECA: Amendment 39-2593. Applies to Turbomeca Astazou IIAd engines installed on, but not necessarily limited to, Aerospatiale Alouette II Models SA3180, SA318B, SA318C helicopters. Compliance is required as indicated unless already accomplished. To prevent axial compressor wheel failure due to corrosion and fatigue, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, or before the accumulation of 1000 hours' time in service since new, whichever occurs later, remove the axial compressor wheels, P/Ns 0.236.15.014 Index A and 0.268.15.004, from the engine and inspect for a crack or evidence of corrosion. (b) If a crack is found, before returning the engine to service, comply with paragraph (d) of this AD. (c) If no crack is found but evidence of corrosion is found, before returning the engine to service, either - (1) Rework the wheel and reinstall in the engine in accordance with Turbomeca MOD TU 196 (Turbomeca Service Bulletin Astazou II, No. 72.205.0203, dated August 19, 1974), or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East, FAA, c/o American Embassy, APO New York 09667; or (2) Comply with paragraph (d) of this AD. (d) Replace the wheel with a new wheel, P/N 0.236.15.016, 0.268.15.011, or 0.268.15.010, modified in accordance with Turbomeca MOD TU 196 (Turbomeca Service Bulletin Astazou II, No. 72.205.0203, dated August 19, 1974), or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East, FAA, c/o American Embassy, APO New York 09667. This amendment becomes effective May 26, 1976.
2021-17-11: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent XWB-75, Trent XWB-79, Trent XWB-79B, and Trent XWB-84 model turbofan engines. This AD was prompted by reports of cracks in the intermediate-pressure compressor (IPC) rotor 1 (R1) blades installed on certain Trent XWB model turbofan engines. This AD requires initial and repetitive borescope inspections (BSIs) of the affected IPC R1 blades and, depending on the results of the inspections, replacement of all 34 IPC R1 blades. The FAA is issuing this AD to address the unsafe condition on these products.
2011-18-13: We are superseding an existing airworthiness directive (AD) that applies to 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: During a routine inspection, cracks have been found on an aeroplane at the lower wing panel rear trailing edge inboard of flap lever arm 1 (rib 5). A subsequent inspection of the other aeroplanes in that operator's fleet revealed several more aeroplanes with cracks at the same location. This condition, if not corrected, could lead to structural failure of the affected wing panel, possibly resulting in the wing separating from the airplane with consequent loss of control. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-21-01: 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) has published Special Federal Aviation Regulation (SFAR) 88, and the Joint Aviation Authorities (JAA) has published Interim Policy INT/POL/25/ 12. The review conducted by Fokker Services on the Fokker F27 and F28 type designs in response to these regulations revealed that, under certain failure conditions, a short circuit can develop in the fuel pilot valve solenoid or in the wiring to the solenoid. Such a short circuit may result in an ignition source in the wing tank vapour space. This condition, if not corrected, could result 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.
77-17-12: 77-17-12 MARTIN: Amendment 39-3022. Applies to all Martin 404 Aircraft certificated in all categories. Compliance required as indicated. (a) For airplanes without wing spar chord splice joint fittings at wing station 187, accomplish the following: (1) Within the next three months or 500 hours in service, whichever occurs first, after the effective date of this AD, unless accomplished within five years or 10,000 hours in service preceding the effective date, remove the left and right outer wing panels and visually inspect the wing spar chord splice joints for corrosion at wing station 187. (2) Repeat the inspection specified in (a)(1) at intervals not to exceed 10,000 hours in service or five years, whichever occurs first, for left wings, and 12,000 hours in service or six years, whichever occurs first, for right wings. (b) For airplanes with wing splice fittings installed in accordance with STC SA328SO, accomplish the following without wing removal:(1) Visually inspect the left and right wing panels at wing station 187 for corrosion within the next 12 months or 2000 hours in service, whichever occurs first, after the effective date of this AD, unless accomplished within 48 months or 8000 hours in service preceding the effective date by (i) Stripping all sealant from the spar splice joints. (ii) Removing any two vertical large attachment bolts and the two end horizontal tension bolts from each "Hayes" fitting. (2) Perform a dye penetrant inspection or an FAA approved equivalent inspection for cracks at the same time as the corrosion inspection specified in (b)(1). (i) At the accessible areas of the spars and (ii) In the four bolt holes of each "Hayes" fitting as noted in (b)(1)(ii) (3) Perform the inspection in (b)(1)(ii) which requires removal of the horizontal bolts even though any two vertical large attachment bolts have been removed for bolt hole inspection within the past 48 months or 8000 hours in service. (4) Repeat the inspection specified in (b)(1) at intervals not to exceed 10,000 hours in service or five years, whichever occurs first. (5) Remove both wing outer panels; conduct a corrosion inspection of the wing structure and fittings, and a dye penetrant inspection for cracks on all affected parts at intervals not to exceed 20,000 hours in service or ten years, whichever occurs first, beyond the inspection in (b)(1). (c) Repair corroded parts before further flight in accordance with an FAA approved repair or replace cracked parts before further flight with serviceable or equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) 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 inspection interval specified in this AD. Amendment 39-3022 revokes AD 75-26-08. This amendment is effective August 30, 1977.
89-20-11: 89-20-11 EMPRESA BRASILEIRA DE AERONAUTICA S.A. (EMBRAER): Amendment 39-6325. Applicability: Models EMB-110P1 and EMB-110P2 (all serial numbers (S/N)) airplanes, certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent the right forward emergency exit from opening during flight which could damage the propeller, accomplish the following: (a) Within the next 15 days after the effective date of this AD, revise the Pilot's Operating Handbook and CTA Approved Airplane Flight Manual, EMBRAER Publication No. TP-110P1/176, Section 4, Pre-Flight Check, by making a pen and ink change to add the following check on the following airplanes: (1) On Model EMB-110 airplanes, S/N 110146, 110153, 110156, 110157, 110161, 110165, 110184, 110186, 110189, 110190, 110192 thru 110283, 110285 thru 110346: "Check for proper installation of the safety restraining cable on the right forward emergency exit."(2) On all Model EMB-110 airplanes except S/N 110146, 110153, 110156, 110157, 110161, 110165, 110184, 110186, 110189, 110190, 110192 thru 110283, 110285 thru 110346: "Check for proper installation of the safety restraining cable on the right forward emergency exit." and, "Visually insure that the locking pins are properly engaged on the right forward emergency exit." (b) Within the next 5 calendar months after the effective date of this AD for Model EMB-110 airplanes, S/N 110146, 110153, 110156, 110157, 110161, 110165, 110184, 110186, 110189, 110190, 110192 thru 110283, 110285 thru 110346: (1) modify the right forward emergency exit in accordance with EMBRAER Service Bulletin 110-52-030, dated November 30, 1981, and (2) revise the Pilot's Operating Handbook and CTA Approved Airplane Flight Manual, EMBRAER Publication No. TP-110P1/176, Section 4, Pre-Flight Check, by making a pen and ink change which follows the previous pen and ink change specified in paragraph(a)(1) above, to add the following check: "Visually insure that the locking pins are properly engaged on the right forward emergency exit." (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An alternate method of compliance or adjustment of the initial compliance times, which provides an equivalent level of safety, may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office, at the above address. All persons affected by this directive may obtain copies of the document referred to herein upon request to Empresa Brasileira de Aeronautica S.A. (EMBRAER), P.O. Box 343-CEP, 12.225 Sao Jose dos Campos, Sao Paulo, Brazil; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6325, AD 89-20-11) becomes effective on October 24, 1989.
2004-08-15: The FAA supersedes Airworthiness Directive (AD) 2003-13-08, which currently applies to all Goodrich Avionics Systems, Inc. (Goodrich) TAWS8000 terrain awareness warning systems (TAWS) that are installed on airplanes. AD 2003-13-08 currently requires you to inspect the TAWS installation and remove any TAWS where both the TAWS and any other device are connected to the same baro set potentiometer. AD 2003- 13-08 also prohibits future installation of any TAWS8000 TAWS that incorporates hardware "Mod None", "Mod A", or "Mod B". This AD is the result of omitting from AD 2003-13-08 a provision that prohibits reconfiguring an installed TAWS8000 TAWS after it passes the inspection unless it incorporates hardware "Mod C". This AD retains the actions of AD 2003-13-08 and prohibits future installation or reconfiguration of any TAWS8000 TAWS that does not incorporate hardware "Mod C". We are issuing this AD to prevent the loading of the baro set potentiometer, which could result in an unacceptable altitude error. That condition could cause the pilot to make flight decisions that put the airplane in unsafe flight conditions. DATES: This AD becomes effective on June 7, 2004. On July 21, 2003 (68 FR 38586, June 30, 2003), the Director of the Federal Register approved the incorporation by reference of Goodrich Avionics Systems, Inc. Service Memo SM 134, dated May 2, 2003. As of June 7, 2004, the Director of the Federal Register approved the incorporation by reference of Goodrich Avionics Systems, Inc. Service Memo SM 134, revised July 9, 2003; and Goodrich Avionics Systems, Inc. Alert Service Bulletin SB A117, dated July 9, 2003.
2011-14-02: The FAA is superseding an existing airworthiness directive (AD) that applies to all Model 767 airplanes. The existing AD currently requires repetitive detailed and high frequency eddy current (HFEC) inspections of the station (STA) 1809.5 bulkhead for cracking, and corrective actions if necessary. This AD expands the inspection area to include the vertical inner chord at STA 1809.5. This AD results from reported fatigue cracking in the vertical inner chord and the forward outer chord while doing the detailed inspection of the horizontal inner chord at STA 1809.5. We are issuing this AD to detect and correct fatigue cracking in the bulkhead structure at STA 1809.5 and the vertical inner chord at STA 1809.5, which could result in failure of the bulkhead structure for carrying the flight loads of the horizontal stabilizer, and consequent loss of controllability of the airplane.