Results
2000-22-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Learjet Model 45 series airplanes, that requires repetitive application of grease to the rotating disk assembly of the nose landing gear squat switch mechanism. Application of grease to the squat switch assembly is necessary to prevent moisture contamination and subsequent formation of ice. Such ice formation could result in bending or damaging of the nose landing gear squat switch assembly, which could drive the nose wheel to an uncommanded angle against the force of the steering system. This condition, if not corrected, could result in the airplane departing from the runway at high speeds during landing.
2022-22-11: The FAA is superseding Airworthiness Directive (AD) 2021-14- 08, which applied to all Airbus SAS Model A319-151N, A319-153N, A319- 171N, A320-251N, A320-252N, A320-273N, A321-251N, A321-251NX, A321- 252N, A321-252NX, A321-253N, A321-253NX, A321-271N, A321-271NX, A321- 272N, and A321-272NX airplanes. AD 2021-14-08 required revising the existing airplane flight manual (AFM) to include a procedure to reinforce the airspeed check during the take-off phase and provide instructions to abort take-off in certain cases. This AD was prompted by the development of a software update to the elevator aileron computer (ELAC) to address the unsafe condition. This AD continues to require the actions in AD 2021-14-08 and requires replacing each affected ELAC and removing the AFM revision required by AD 2021-14-08, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
96-07-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires inspections to verify the correct operation of the main landing gear (MLG) downlock actuators, and replacement of any discrepant unit with a serviceable unit. This amendment also will require eventual replacement of the MLG downlock actuators with improved units. This amendment is prompted by reports of improper operation of the MLG downlock actuator due to jamming. The actions specified by this AD are intended to prevent such jamming of the downlock actuator, which could result in failure of the MLG downlock system, and a potential gear-up landing.
2000-22-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model DH.125, Model HS.125, Model BH.125, Model BAe.125 Series 800A, Model Hawker 800, Model Hawker 800XP, and Model Hawker 1000 series airplanes, that requires leak checks and inspections for corrosion of the pitot/static and stall vent drain valves, and replacement of certain components, if necessary. This amendment is prompted by reports of plugged or taped drain valves as well as consequent corrosion of certain drain valves. The actions specified by this AD are intended to prevent erroneous altimeter and airspeed indications due to plugged or taped pitot/static and stall vent drain valves.
2000-22-02: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 737 series airplanes, that currently requires revising the FAA-approved Airplane Flight Manual (AFM). This new amendment revises the AFM procedure in the existing AD to simplify the instructions for correcting a jammed or restricted flight control condition. This amendment is prompted by an FAA determination that the procedure currently inserted in the AFM by the existing AD is not defined adequately. The actions specified in this AD are intended to ensure that the flight crew is advised of the procedures necessary to address a condition involving a jammed or restricted rudder.
2016-02-04: We are adopting a new airworthiness directive (AD) for certain CFM International S.A. (CFM) CFM56-5B series turbofan engines. This AD was prompted by a corrected lifing analysis by the engine manufacturer that shows the need to identify an initial and repetitive inspection threshold for certain part number (P/N) turbine rear frames (TRFs). This AD requires initial and repetitive inspections of certain P/N TRFs on the low-pressure turbine (LPT) frame assembly. We are issuing this AD to prevent failure of the TRF on the LPT frame assembly, which could lead to engine separation, damage to the engine, and damage to the airplane.
2010-21-03: The FAA is superseding an existing airworthiness directive (AD) that applies to all of the McDonnell Douglas Corporation airplanes identified above. The existing AD currently requires revising the maintenance program to incorporate new airworthiness limitations for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. This new AD adds requirements to revise the maintenance program to incorporate specific Critical Design Configuration Control Limitations (CDCCL) information and install fuel tank float switch in- line fuses. This new AD also adds two Airworthiness Limitations inspections (ALIs). This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
91-04-03: 91-04-03 BRITISH AEROSPACE: Amendment 39-6890. Docket No. 90-NM-234-AD. Applicability: All Model BAe 125-800A series airplanes, certificated in any category. Compliance: Required within 60 days after the effective date of this AD, unless previously accomplished. To detect damage to main landing gear (MLG) components and to prevent reduced structural integrity of the MLG, accomplish the following: A. Perform a visual inspection of the left and right MLG side stay to wing pick-up fitting for adequate clearance, in accordance with British Aerospace Service Bulletin 32-224, Revision 1, dated August 30, 1990. 1. If clearance is less than 0.025 inch, prior to further flight, perform a dye penetrant inspection and repair, in accordance with British Aerospace Service Bulletin 57-72, dated January 28, 1990, and then proceed to paragraph B. of this AD. 2. If there is a minimum clearance of 0.025 inch around the full circumference, prior to further flight,proceed to paragraph B. of this AD. B. Disassemble, clean, lubricate, and reassemble and recheck clearance in accordance with British Aerospace Service Bulletin 32-224, Revision 1, dated August 30, 1990. 1. If a minimum clearance of 0.025 inch does not exist, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. 2. If there is a minimum clearance of 0.025 inch, proceed to paragraph C. of this AD. C. Unless accomplished in accordance with paragraph A.1. of this AD, perform a dye penetrant inspection of the left and right MLG side stay attachment lugs, in accordance with British Aerospace Service Bulletin 57-72, dated January 28, 1990. 1. If a crack is found, prior to further flight, repair in accordance with paragraph 2.A.(5) of the service bulletin, and repeat dye penetrant inspection to ensure all cracks have been removed. 2. If cracks are still evident, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. 3. If no cracks are found, prior to further flight, thoroughly degrease the blended area, restore protective treatment and surface finish, reinstall side stay assembly, and torque tighten upper side stay locating pin retaining nut to 500 inch-pounds +/- 50 inch-pounds in accordance with paragraphs 2.A.(9) and (10) of the service bulletin. D. Perform a visual inspection of the left and right MLG side stay center pivot for distortion, in accordance with British Aerospace Service Bulletin 32-225, dated May 30, 1990. 1. If distortion is less than 0.002 inch, prior to further flight, reinstall nut to side stay center pivot, in accordance with paragraph 2.A.(3) of the service bulletin. 2. If distortion is greater than 0.002 inch, prior to further flight, discard nut and replace with new nut, in accordance with paragraphs 2.A.(4) through 2.A.(9)of the service bulletin. 3. If a side stay center pivot nut was found to be distorted and was replaced, prior to further flight, remove the affected side stay from the airplane, disassemble, and perform the following, in accordance with British Aerospace Service Bulletin 32-227, dated August 30, 1990; or Revision 1, dated October 12, 1990: a. Conduct a visual inspection for cracks using an 8X magnifying glass. b. Conduct an eddy current inspection of the upper side stay assembly. c. Conduct a magnetic particle inspection of the lower side stay assembly. 4. If cracked parts are found, prior to further flight, replace with new parts having the same part numbers, and accomplish the following: a. Restore protective treatment, bond any detached washers, replace any worn or damaged items, and reassemble side stay upper arm to lower arm, and reinstall side stay on airplane in accordance with the service bulletin. b. Perform adjustment/test procedures in accordance with the service bulletin. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6890, AD 91-04-03) becomes effective on March 18, 1991.
2015-25-08: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 777 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the lap splices of the aft pressure bulkhead webs are subject to widespread fatigue damage (WFD) on aging Model 777 airplanes that have accumulated at least 38,000 total flight cycles. This AD requires repetitive inspections for any crack in the aft webs of the radial lap splices of the aft pressure bulkhead, and, if necessary, corrective actions. We are issuing this AD to detect and correct fatigue cracking in the aft webs of the radial lap splices of the aft pressure bulkhead; such cracking could result in reduced structural integrity of the airplane, decompression of the cabin, and collapse of the floor structure.
2000-21-12: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0100 series airplanes, that requires replacement of the anti-skid control boxes with improved units. This action is necessary to prevent electromagnetic interference with the anti-skid control system, which could result in reduced brake pressure during low-speed taxiing, and consequent reduced controllability and performance of the airplane. This action is intended to address the identified unsafe condition.