Results
2003-18-01: This amendment supersedes an existing airworthiness directive (AD), applicable to various surplus military airplanes manufactured by Consolidated, Consolidated Vultee, and Convair, that currently requires repetitive inspections to find fatigue cracks in the lower rear cap of the wing front spar, front spar web, and lower skin of the wings; repair or replacement of any cracked part with a new part; and follow- on inspections at new intervals. This amendment continues to require those actions and revises and clarifies the applicability of the existing AD. The actions specified in this AD are intended to find and fix fatigue cracking, which could result in structural failure of the wings and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
2020-13-06: The FAA is adopting a new airworthiness directive (AD) for certain Pratt & Whitney Canada Corp. (P&WC) PW150A model turboprop engines. This AD was prompted by a determination by the manufacturer that certain PW150A engine high-pressure (HP) centrifugal impellers may exhibit a material microstructure anomaly that has a potential to adversely affect the low cycle fatigue characteristics of the part. This AD requires replacement of the affected HP centrifugal impellers. The FAA is issuing this AD to address the unsafe condition on these products.
2000-24-21: This amendment adopts a new airworthiness directive (AD), for Siam Hiller Holdings, Inc. (Hiller), formerly Rogerson Hiller Corporation, Model UH-12, UH-12A, UH-12B, UH-12C, UH-12D, UH-12E, UH-12E-L, UH-12L, and UH-12L4 helicopters, that requires replacing all undrilled-shank bolts at pivoting joints in the control system linkage with drilled-shank bolts and installing castellated nuts and cotter pins. This amendment is prompted by an accident caused by separation of the control system linkage of a Model UH-12E helicopter. The actions specified by this AD are intended to prevent separation of the control system attachments at pivoting points and subsequent loss of control of the helicopter.
80-22-53: 80-22-53 AVCO LYCOMING: Amendment 39-3995. Applies to Avco Lycoming ALF5O2L and L2 engines except those installed in aircraft operated under an experimental airworthiness certificate. Compliance required as indicated, unless already accomplished. Prior to further flight, rework or replace the following parts and reassemble in accordance with Avco Lycoming Service Bulletin No. ALF502-72-0008, Revision No. 1, dated October 14, 1980, "Replacement of No. 4 and 5 Bearing Oil Inlet Tubes," and Service Bulletin No. ALF502-72- 0010, dated October 14, 1980, "Introduction of Improved Fourth Turbine Nozzle and Fire Shield," or an FAA approved equivalent: a. Remove number 4 and 5 oil inlet tube assembly P/N 2-141-380-07/-08/-11/-12 and replace with P/N 2-141-380-13/-14. b. Remove adapter assembly P/N 2-141-640-01 and replace with P/N 2-141-640-02. c. If not previously incorporated, install: Bracket P/N 2-143-049-01, spacer P/N 2-143-051-01, two bolts P/N STD3061-11, Clamp P/N TA1501H05, Bolt P/N MS9565-06, Nut P/N STD3073-3, and Washer P/N STD3035C2. d. Rework fourth stage turbine nozzle P/N 2-141-150-38 to P/N 2-141-150-42, or P/N 2-141-150-39 to P/N 2-141-150-41 in accordance with Service Bulletin No. ALF502-72-0010. e. Rework upper half of fire shield P/N 2-163-990-04 to 2-163-990-07, or P/N 2-163-990-05 to 2-163- 990-08 in accordance with Service Bulletin No. ALF502-72-0010. f. Install: Washer P/N 2-163-585-01, and Spring P/N 2-163-586-01, and Retainer P/N 2-163-584-01. g. Remove oil feed line P/N 2-173-240-02 and replace with P/N 2-303-377-01. h. Remove jam nut P/N R44118P05W. (The function of the jam nut is accomplished by the parts in "f" and "g" above.) (i) Remove oil inlet support bracket P/N 2-141-335-02 and replace with P/N 2-141-335-03. After replacement of the number 4 and 5 bearing oil inlet tube and associated hardware in accordance with this AD, inspect the number 4 and 5 bearing oil inlet tube every 100 engine operating hours thereafter for chafing in accordance with Avco Lycoming Service Bulletin No. ALF502-72-0008, Revision No. 1, or an FAA approved equivalent. Oil inlet tubes which exhibit chafing in excess of 0.010 inch deep must be replaced with like serviceable parts prior to further flight. Airplanes may be ferried in accordance with the provisions of FAR 21.197 to a base where the AD can be accomplished. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA New England Region. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. Themanufacturer'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 Avco Lycoming, Stratford, Connecticut 06497. 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 amendment becomes effective December 31, 1980 as to all persons except those persons to whom it was made immediately effective by the telegram of October 23, 1980.
2020-14-02: The FAA is correcting an airworthiness directive (AD) that published in the Federal Register. That AD applies to all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747- 200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. As published, the AD number and Amendment number specified in the preamble and regulatory text are incorrect. This document corrects that error. In all other respects, the original document remains the same.
94-26-05: 94-26-05 AIRBUS INDUSTRIE: Amendment 39-9101. Docket 93-NM-227-AD. Applicability: Model A300, A300-600, A310, and A320 series airplanes equipped with Messier-Bugatti, BFGoodrich, Allied Signal (ALS) Aerospace Company (Bendix), or Aircraft Braking Systems (ABS) brakes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the loss of brake effectiveness during a high energy rejected takeoff (RTO), accomplish the following: (a) Within 180 days after the effective date of this AD, accomplish paragraphs (a)(1) and (a)(2) of this AD. (1) Inspect main landing gear brakes having the brake part numbers listed below for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within that limit. AIRBUS INDUSTRIE MODEL A300, A300-600, A310, AND A320 SERIES AIRPLANES EQUIPPED WITH MESSIER-BUGATTI, BFGOODRICH, ALLIED SIGNAL (ALS) AEROSPACE COMPANY (BENDIX), OR AIRCRAFT BRAKING SYSTEMS (ABS) BRAKES Maximum Brake Airplane Model/ Brake Brake Wear Limit Series Manufacturer Part No. (inch/mm) A300-B2-100 Messier-Bugatti 286349-115 0.98"(25.0 mm) A300-B2-100 Messier-Bugatti 286349-116 0.98" (25.0 mm) A300-B2-100 BFGoodrich 2-1449 1.4" (35.6 mm) A300-B2-100 BFGoodrich 2-1449 1.1" (27.9 mm) S.C.* A300-B4-100 Messier-Bugatti A21329-41-7 1.1" (28.0 mm) A300-B4-100 Messier-Bugatti A21329-41-17 1.1" (28.0 mm) A300-B4-100 ALS (Bendix) 2606802-3/-4/-5 0.9" (22.9 mm) A300-B4-100 ALS (Bendix) 2606802-3/-4/-5 1.48" (37.6 mm) S.C.* A300-B4-100 BFGoodrich 2-1449 1.4" (35.6 mm) A300-B4-100 BFGoodrich 2-1449 1.1" (27.9 mm) S.C.* A300-B4-200 & Messier-Bugatti C20060-100 1.1" (28.0 mm) A300-600 A300-B4-200 & ALS (Bendix) 2607932-1 0.9" (22.9 mm) A300-600 A300-B4-200 & ALS (Bendix) 2607932-1 1.48" (37.6 mm) S.C.* A300-600 A300-B4-600R Messier-Bugatti C20210000 1.97" (50.0 mm) A300-B4-600R Messier-Bugatti C20210200 1.97" (50.0 mm) A310-200 Messier-Bugatti C20089000 1.1" (28.0 mm) A310-200 ALS (Bendix) 2606822-1 1.26" (32.0 mm) A310-200 ALS (Bendix) 2606822-1 1.5" (38.2 mm) S.C.* A310-300 Messier-Bugatti C20194000 1.97" (50.0 mm) A310-300 Messier-Bugatti C20194200 1.97" (50.0 mm) A310-300 ABS 5010995 1.97" (50.0 mm) A320 Messier-Bugatti C20225000 1.97" (50.0 mm) A320 Messier-Bugatti C20225200 1.97" (50.0 mm) A320 BFGoodrich 2-1526-2 1.97" (50.0 mm) A320 BFGoodrich 2-1526-3/-4 2.68" (68.0 mm) * S.C. represents "Service Configured" brakes, which are marked according to the instructions provided in the brake manufacturer's Component Maintenance Manual. NOTE 1: Measuring instructions that must be revised to accommodate the new brake wear limits specified above can be found in Chapter 32-42-27 of the Airplane Maintenance Manual (AMM), in Chapter 32-32-( ) or 32-44-( ) of the brake manufacturer's Component Maintenance Manual (CMM), or in certain service bulletins (SB), as listed below: Brake Document/ Date/Revision (or Manufacturer Part No. Chapter later revisions) For Model A300-B2-100 series airplanes: Messier-Bugatti 286349-115 CMM 32-42-27 April 1991 Messier-Bugatti 286349-116 CMM 32-42-27 April 1991 BFGoodrich 2-1449 & S.C. CMM 32-44-37 January 1993 SB 567 January 30, 1993 (2-1449-32-4) For Model A300-B4-100 series airplanes: ALS (Bendix) 2606802-3 CMM 32-42-02 September 1993 2606802-4 SB 2606802- March 31, 1993 2606802-5 32-003 & S.C. BFGoodrich 2-1449 & S.C. CMM 32-44-37 January 1993 SB 567 January 30, 1993 (2-1449-32-4) For Model A300-B4-200 and A300-600 series airplanes: ALS (Bendix) 2607932-1 CMM 32-42-27 September 1993 & S.C. SB 2607932-32- March 31,1993 002 & Revision 1, dated October 1, 1993 FOR MODEL A300-B4-600R SERIES AIRPLANES: Messier-Bugatti C20210000 Airbus SB April 6, 1990 & C20210200 470-32-675 For Model A310-200 series airplanes: ALS (Bendix) 2606822-1 CMM 32-42-03 September 1993 & S.B. SB 2606822-32- March 31, 1993 002 FOR MODEL A310-300 SERIES AIRPLANES: Messier-Bugatti C20225000 Airbus SB April 6, 1990 & C20225200 470-32-675 (2) Incorporate into the FAA-approved maintenance inspection program the maximum brake wear limits specified in paragraph (a)(1) of this AD. NOTE 2: Once an operator has complied with the requirements of this AD, paragraphs (a)(1) and (a)(2) of this AD do not require that operators subsequently record accomplishment of this AD each time a brake is inspected or overhauled in accordance with that operator's FAA-approved maintenance inspection program. (b) 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. (c) 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. (d) This amendment becomes effective on January 23, 1995.
2021-10-22: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 airplanes. This AD was prompted by a report indicating that during installation, a fuel pipe bracket assembly on the intermediate rib in the center fuel tank was mislocated, resulting in an offset between the fitting assembly and the refuel/defuel tube assembly. This AD requires modification of the fuel pipe bracket assembly, including all related investigative actions and corrective actions, if necessary; and performing an operational test of the refuel and defuel system. The FAA is issuing this AD to address the unsafe condition on these products.
2003-17-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-500 and ATR72 series airplanes, that requires inspecting the wire bundle in the area of electrical rack 90VU to detect damage, verifying that the conduit around the wire bundle is in the proper position, and installing a clamp between the wire bundles and the carbon shelves structure. This action is necessary to prevent chafing of a wire bundle, which could result in an electrical short and potential loss of several functions essential for safe flight. This action is intended to address the identified unsafe condition.
68-20-01: 68-20-01 NORTH AMERICAN ROCKWELL: Amendment 39-658. Applies to Models NA-265 (serial Nos. 265-1 through 265-88 and 276-1 through 276-55), NA-265-20 (Serial Nos. 270-1 through 270-6), NA-265-30 (Serial Nos. 277-1 through 277-10 and 285-1 through 285-32), NA-265-40 (Serial Nos. 282-1 through 282-95 and 287-1), and NA-265-60 (Serial Nos. 306-1 through 306-17) airplanes. Compliance required as indicated within the next 100 hours time in service after the effective date of this AD, unless already accomplished. Small cracks have been discovered in the area near the attachment bolt holes of the horizontal stabilizer support fitting. To prevent failure of the horizontal stabilizer support fittings, accomplish the following: (a) Inspect the horizontal stabilizer support fittings P/N 265-313459 and 265- 313463-11 for evidence of cracking in accordance with information contained in North American Rockwell Sabreliner Field Service Bulletin No. 68-4, dated January 25, 1968, or later FAA approved revision. (b) Cracked horizontal stabilizer support fittings must be removed before further flight, marked conspicuously to avoid inadvertent return to service, and replaced with new or serviceable fittings. (c) Check clearance between horizontal stabilizer support fittings P/N 265-313459 or 265-313463-11 and the canted bulkhead at fuselage station 457 and shim as necessary in accordance with information contained in North American Rockwell Sabreliner Field Service Bulletin No. 68-4, dated January 25, 1968, or later FAA approved revision. This amendment becomes effective on October 28, 1968.
2008-17-04: 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: Resulting from the assessment of fuel tank wiring installations required by SFAR 88 (Special Federal Aviation Regulation 88) and equivalent JAA/EASA (Joint Aviation Authorities/European Aviation Safety Agency) policy, BAE Systems identified * * * features in the Jetstream 4100 where the need for design changes was apparent. * * * Internal fuel tank wiring chafing damage, if not corrected, could lead to ignition of fuel vapours and subsequent fuel tank explosion. * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2021-10-13: The FAA is superseding Airworthiness Directive (AD) 2015-17- 08, which applied to certain Bombardier, Inc. Model DHC-8-400 series airplanes. AD 2015-17-08 required installing new cable assemblies with a pull-down resistor. This AD requires modifications to the nose wheel steering (NWS) system. This AD was prompted by a report indicating that several failure modes of the NWS system may cause the loss of feedback from both rotary variable differential transformers to the steering control unit. The FAA is issuing this AD to address the unsafe condition on these products.
2008-13-09: 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: Bombardier Aerospace has completed a system safety review of the aircraft fuel system against fuel tank safety standards * * *. [A]ssessment showed that supplemental maintenance tasks [inspections of fuel tank bonding jumpers, wiring harnesses, and drain valve components, among other items and actions; and applicable corrective actions] are required to prevent potential ignition sources within the fuel system, which could result in a fuel tank explosion. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2003-17-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and B4; A300 B4-600, A300 B4-600R, and A300 F4-600R (collectively called A300-600); A310; A319; A320; A321; A330; and A340 series airplanes; equipped with certain PPG Aerospace windshields. This AD requires replacement of certain windshields manufactured by PPG Aerospace with new windshields. This action is necessary to prevent failure of both structural plies of the windshield caused by overheating of the power lead wire, which could cause reduced structural integrity of the windshield assembly, and consequent loss of the windshield during flight. This action is intended to address the identified unsafe condition.
2008-17-02: We are superseding an existing 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: During routine visual inspection, a crack has been found in the wing MLG (main landing gear) rib 5 forward attachment lug on two A310 in-service aircraft. Laboratory examination of one of the cracked ribs confirmed that the crack is due to the presence of pitting corrosion in the forward lug holes. Also on both aircraft medium to heavy corrosion was found in the forward lugs on the opposite wing after removal of the bushes. This situation if not detected, could affect the structural integrity of the MLG attachment. * * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective September 17, 2008. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of September 17, 2008. The Director of the Federal Register previously approved the incorporation by reference of Airbus Service Bulletin A310-57A2088, excluding Appendix 01, dated November 6, 2006, listed in this AD, as of February 6, 2007 (72 FR 2612, January 22, 2007).
2020-13-03: The FAA is superseding Airworthiness Directive (AD) 2018-07-15 for certain XtremeAir GmbH Model XA42 airplanes. This AD results from \n\n((Page 38053)) \n\nmandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracking of the diagonal struts of the engine mount frame with potential detachment of the engine from the airplane. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
2003-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-102, -103, -106, -201, - 202, -301, -311, and -315 airplanes. This AD requires replacement of the elevator stop bumpers of the horizontal stabilizer with new bumpers. The actions specified by this AD are intended to prevent damage to the elevator trailing edge due to a broken or missing elevator stop bumper, which could result in jamming of the spring tab and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
83-07-13: 83-07-13 AERONAUTICA MACCHI S.p.A.: Amendment 39-4626. Applies to Model AL60 and AL60- B airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude failure of the engine mount structure, accomplish the following: (a) Within the next 100 hours time-in-service and thereafter at intervals not to exceed 100 hours time- in-service, visually inspect the front left hand brace of the engine mount for dents as specified in Aer Macchi Service Bulletin No. SB-L-0005, Revision 1, dated September 26, 1978; herein referred to as the Service Bulletin. (1) If no dents are found in the front left hand brace of the engine mount during accomplishment of the visual inspection in accordance with paragraph (a) of this AD, return aircraft to service. (2) If dents of a depth less than 0.5mm are found in the front left hand brace of the engine mount during accomplishment of the visual inspection in accordance with paragraph (a) of this AD, before further flight, reposition attaching collar of the exhaust ducts as high as possible to obtain clearance between the attaching collar and the left hand brace of the engine mount and return aircraft to service. (3) If dents of a depth of 0.5mm or greater are found in the front left hand brace of the engine mount during accomplishment of the visual inspection in accordance with paragraph (a) of this AD, before further flight, repair in accordance with instructions provided in the "DESCRIPTION AND INSTRUCTION DATA" section of the Service Bulletin, reposition attaching collar of the exhaust ducts as high as possible to obtain clearance between the attaching collar and the left hand brace of the engine mount and return aircraft to service. (b) Repair those aircraft which have previously been modified in accordance with the instructions contained in Aer Macchi Service Bulletin No. AL60/12 dated November 23, 1964, within the next 1200 hours time- in-service of the modification, in accordance with paragraph (a)(3) of this AD. (c) Operators who have not kept records of hours time-in-service of the engine mounting structure must substitute airplane hours time-in-service in lieu thereof. (d) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 14, 1983.
2008-16-20: 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: The original designed bellcrank for the aileron control system in the wing needed to be installed with slightly bent rod ends during production of the aircraft to avoid friction and possible chafing. In addition to being a nonpreferable production practice, this creates the risk of replacement parts being installed during subsequent in-service maintenance without being bent or not being bent correctly. This condition, if not detected and corrected, could lead to chafing damage of the aileron control system and consequent loss of control of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
85-05-03: 85-05-03 BRITISH AEROSPACE: Amendment 39-5009. Applies to Model BAe-146 airplanes as listed in British Aerospace Alert Service Bulletin 52-A14 dated June 6, 1984, certificated in all categories. Compliance is required within 30 days after the effective date of this AD. To prevent loss of the emergency escape chute, accomplish the following, unless previously accomplished: A. Inspect the passenger/service door girt bars for correct assembly in accordance with British Aerospace Alert Service Bulletin 52-A14, dated June 6, 1984. Reassemble as required by the service bulletin. Prior to installation, replacement girt bars must also be inspected in accordance with the service bulletin. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective April 1, 1985.
2003-17-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and MD-11F airplanes, that requires a one-time visual inspection of the circuit breakers to determine if discrepant circuit breakers are installed, and corrective action if necessary. This action is necessary to prevent internal overheating and arcing of circuit breakers and airplane wiring due to long-term use and breakdown of internal components of the circuit breakers, which could result in smoke and fire in the flight compartment and main cabin. This action is intended to address the identified unsafe condition.
2020-13-02: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.A. Model A119 and AW119 MKII helicopters. This AD requires inspecting for movement and the tightening torque of the tail rotor (T/R) plug, the installation of the outboard and inboard faces of the T/R duplex bearing, and the condition of the T/R plug threads, nut threads, and T/R duplex bearing. Depending on the inspection results, this AD requires removing parts from service, reassembling the T/R duplex assembly, and reporting information. This AD also prohibits installing a T/R duplex bearing unless it has been inspected. This AD was prompted by findings from a preliminary investigation of a Model AW119 MKII helicopter accident. The actions of this AD are intended to address an unsafe condition on these products.
94-04-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Twin Commander Aircraft Corporation (Twin Commander) Models 685, 690, 690A, and 690B airplanes. This action requires modifying the wing ribs at Wing Station (WS) 39, inspecting (one-time) WS 39 for cracks or corrosion, treating any corrosion found, and replacing any cracked wing front spar lower cap (spar cap). Several reports of cracked spar caps and cracked and deformed wing ribs at WS 39 on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent failure of the wing structure caused by a cracked spar cap or cracked or deformed wing rib at WS 39.
2020-12-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC130B4 and EC130T2 helicopters. This AD was prompted by a report that a changed manufacturing process for the tail rotor blades (TRB) was implemented, affecting the structural characteristics of the blades and generating a new part number for these blades. This AD requires re-identifying each affected TRB having a certain part number and serial number and establishing a life limit for the new part numbers. This AD also prohibits installation of any affected TRB identified with the old part number on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
2003-17-16: This amendment adopts a new airworthiness directive (AD) that applies to certain Robert E. Rust (R.E. Rust) Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A airplanes. This AD requires you to repetitively inspect the tailplane attachment brackets and replace each bracket at a specified time. This AD also requires you to repetitively inspect each joint of the port and starboard engine mount frame and the rear upper mount frame tubes for cracks and/or damage and repair any cracks and/or damage found. This AD is the result of reports of stress corrosion cracking found on the tailplane attachment brackets and fatigue cracking and chaffing of the engine mount frame. The actions specified by this AD are intended to prevent failure of the tailplane attachment brackets caused by stress corrosion cracking and failure of the engine mount, which could result in loss of the tail section and separation of the engine from the airplane respectively. Such failures could lead to loss of control of the airplane.
2008-16-12: We are adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 series airplanes. This AD requires repetitive inspections for any wrinkle in certain external skin panels, and for cracking at the fuselage bulkhead shear tie end fastener locations at certain stations of Section 48 of the fuselage; and doing related investigative and corrective actions if necessary. This AD results from a report of cracks found in the external skin on the left and right sides of the Section 48 panel of the fuselage on two airplanes with skin wrinkles found at two of the external crack locations. We are issuing this AD to detect and correct wrinkles and cracks in certain external skin panels of Section 48, which could join together and result in reduced structural integrity of support structure for the vertical and horizontal stabilizers and inability of the airplane to sustain limit loads.