Results
98-22-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all CASA Model C-212 series airplanes, that currently requires replacement of the cover of the power control quadrant pedestal with a cover that incorporates slot protection. This amendment requires repetitive inspections for deterioration or damage of the slot protection installed in the cover of the power control quadrant pedestal. This amendment also requires eventual modification of the cover, which constitutes terminating action for the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent deterioration of the slot protection installed in the cover of the power control quadrant pedestal, which could allow foreign objects to jam or interfere with the power or trim control system and result in reduced controllability of the airplane.
2019-13-02: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 airplanes. This AD was prompted by reports of cracking in the lower lobe skin panel assemblies of the fuselage and an evaluation by the design approval holder (DAH) indicating that these assemblies are subject to widespread fatigue damage (WFD). This AD requires replacement of lower lobe skin panel assemblies, detailed inspections for scribe lines, and applicable on- \n\n((Page 34770)) \n\ncondition actions. The FAA is issuing this AD to address the unsafe condition on these products.
98-04-49: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A320-111, -211, -212, -214, -231, -232, and -233 series airplanes, that requires repetitive ultrasonic inspections to detect fatigue cracking in the wing/fuselage joint cruciform fittings, and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracks on the wing/fuselage joint cruciform fittings, which could result in reduced structural integrity of the wing/fuselage.
87-22-02 R1: 87-22-02 R1 SOCATA: Amendment 39-5756 as revised by Amendment 39-6436. Applicability: Models TB 10, TB 20, and TB 21 (Serial Numbers 1 through 795 inclusive) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent structural failure of the horizontal stabilizer/elevator attachment and loss of pitch control, accomplish the following: (a) Upon the accumulation of 700 hours total time-in-service (TIS) or within the next 25 hours TIS, whichever comes later, unless previously accomplished per AD 87-22-02 (unrevised), visually inspect for cracks on the forward and aft surface of fuselage frame Number 9 (Socata P/N TB 10.21.010.102) in the area of the hinge and attachment fittings of the horizontal stabilizer/elevator. If the existence of a crack is uncertain, remove the horizontal stabilizer and attachment fittings and perform a dye penetrant inspection of the area. (1) If no cracks are found as a result of the inspection in paragraph (a) above, repeat the inspection at intervals not to exceed 100 hours TIS thereafter. (2) If cracks are found as a result of any of the above inspections, prior to further flight replace the cracked fuselage frame Number 9 with a new serviceable part. (b) The repetitive inspections specified in paragraph (a)(1) of this AD may be suspended for a period not to exceed 700 hours TIS after the repairs specified in paragraph (a)(2) have been accomplished. (c) If Modification No. 70, specified in SOCATA Service Bulletin No. 35/1, dated December 1987, has been installed on the airplane, and if no crack existed in the fuselage frame when Modification No. 70 was installed, then the repetitive inspections specified in paragraph (a)(1) are no longer required. (d) Airplanes may be flown in accordance with Section 21.197 of the FAR to a location where these inspections may be performed. Once any crack is detected on fuselage frame Number 9,no further flight is authorized until repairs are completed. (e) An alternate method of compliance or adjustment of the initial or repetitive compliance times which provides an equivalent level of safety, may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30, extension 2710/2711. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Product Support Manager, SOCATA-Groupe Aerospatiale, U.S. Marketing and Product Support, 2701 Forum Drive, Grand Prairie, Texas 75053; Telephone (214) 641-3614; or SOCATA-Groupe Aerospatiale, B.P. 38, 65001 Tarbes, France; Telephone 62 51 7300; or may examine these documents at the FAA, CentralRegion, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD revises AD 87-22-02, Amendment 39-5756. This amendment (39-6436, AD 87-22-02 R1) becomes effective on February 26, 1990.
2000-23-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2B16 (CL-604) series airplanes. This action requires, among other actions, a general visual inspection to detect gaps between the vane bracket(s) and the adjacent skin; corrective actions, if necessary; and replacement of the six flap vane actuator beams with new beams. This action is necessary to detect and correct corrosion of the inboard flap actuator beam assembly and gaps between the vane brackets and adjacent skin, which could compromise the structural integrity of the flap systems and reduce the controllability of the airplane in the event that a flap vane actuator or a flap vane bracket fails during flight. This action is intended to address the identified unsafe condition.
87-04-20: 87-04-20 PARTENAVIA: Amendment 39-5547. Applies to certain Partenavia Models P-68, P-68B, P-68C, P-68C-TC, P68 "OBSERVER" and P68TC "OBSERVER" (Serial Numbers (S/N) 1 to 340 inclusive) airplanes equipped with photogrammetric hatch, certificated in any category. Compliance: Required within 50 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. To preclude possible loss of braking and/or loss of aileron control, accomplish the following: (a) For airplanes with Serial Numbers (S/N) 1 to 298 inclusive, visually inspect the aileron control cable to the right side of the photogrammetric hatch for interference with the brake oil line in accordance with steps 1 through 6 of Part 1A, "INSPECTION INSTRUCTIONS" of Partenavia Service Bulletin (S/B) No. 68 dated January 31, 1986 (referred to hereafter as S/B NO. 68). (1) If no discrepancy is found, return the airplane to service. (2) If a discrepancy is found, prior to furtherflight, accomplish the following: (i) Replace damaged oil tube. Carefully inspect and, if necessary, replace the aileron control cable. (ii) To prevent further interference between the brake oil lines and the aileron control cable, install a clamp (MS 21919-DG9) as shown in figure 2 on page 3/3 of S/B No. 68. (iii) Visually check that the clamp is properly installed and the interference is no longer present. (iv) Return the airplane to service. (b) For airplanes with S/N 299 to 340 inclusive: (1) Remove carpeting from around the photogrammetric hatch. (2) Cut a rectangular inspection hole 3.35 inches by 2.35 inches (85 x 60mm) in accordance with figures 1 and 2 on page 3/3 of S/B No. 68. (3) Manufacture a rectangular cover plate for the above inspection hole in accordance with figure 2 on page 3/3 of S/B No. 68. (4) Visually inspect the aileron cable to the right of the photogrammetric hatch for interference with the brake oilline in accordance with steps 3 through 6 of Part 1A, "INSPECTION INSTRUCTIONS" of S/B No. 68. (i) If no discrepancy is found, return the airplane to service. (ii) If a discrepancy is found, prior to further flight, accomplish paragraph (a)(2) of this AD. (c) For all aircraft having clamp (P/N MS 21919-DG9) installed on the brake oil line in accordance with Part II, "Repair Instructions" of Partenavia S/B No. 68 dated January 31, 1986, no further action is necessary. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Partenavia Costruzioni Aeronautiche S.p.A., Via Cava, 80026 Casoria (Naples), Italy; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 16, 1987.
89-08-09: 89-08-09 BOEING: Amendment 39-6188. \n\tApplicability: Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747- 76A2074 dated January 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for uncommanded thrust operation due to engine control cable rupture, accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, inspect control cable pulley bracket assemblies of the outboard engines located at Inboard Leading Edge Station (ILES) 1116 for proper installation and wear, and attach decals, in accordance with the accomplishment instructions of Boeing Alert Service Bulletin 747-76A2074, dated January 19, 1989. \n\n\tB.\tIf the installation is incorrect, prior to further flight, remove and install the pulley bracket in the correct position; and/or if parts are found to be worn, prior to further flight, replace worn parts; in accordance with theaccomplishment instructions of Boeing Service Bulletin 747-76A2074. \n\n\tC.\tReport any incorrect pulley bracket installations detected during the inspections required by paragraph A., above, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, within seven days after the completion of the inspection. \n\n\tD.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNote: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6188, AD 89-08-09) becomes effective on April 24, 1989.
2019-12-11: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports indicating there is a possibility of excessive error in the signal generated by the angle of attack (AOA) transducer. This AD requires replacing certain AOA transducers. The FAA is issuing this AD to address the unsafe condition on these products.
2006-12-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-400 series airplanes. This AD requires inspecting the support bracket of the crew oxygen cylinder installation to determine the manufacturing date marked on the support, and performing corrective action if necessary. This AD results from a report indicating that certain oxygen cylinder supports may not have been properly heat-treated. We are issuing this AD to prevent failure of the oxygen cylinder support under the most critical flight load conditions, which could cause the oxygen cylinder to come loose and leak oxygen. Leakage of oxygen could result in oxygen being unavailable for the flightcrew or could result in a fire hazard in the vicinity of the leakage.
95-25-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Learjet Model 23, 24, 25, 35, and 36 airplanes. This action requires repetitive inspections to detect deterioration of both flapper valves of the tip tank in each wing of the airplane, and various follow-on actions. This AD action also requires replacing the flapper valves with new flapper valves, and repetitively performing certain other follow-on actions. This amendment is prompted by reports of imbalance of the fuel loads in the wings of the airplane due to failed or cracked flapper valves. The actions specified in this AD are intended to prevent significant reduction in the lateral control of the airplane due to imbalance of the fuel loads in the wings of the airplane.
2019-12-09: The FAA is adopting a new airworthiness directive (AD) for certain part-numbered Rockwell Collins, Inc. (Rockwell Collins) FDSA- 6500 flight display system applications installed on airplanes. This AD imposes operating limitations on the traffic collision avoidance system (TCAS) by revising the Limitations section of the airplane flight manual (AFM) or AFM supplement (AFMS) and installing a placard on each aircraft primary flight display. This AD was prompted by a conflict between the TCAS display indications and aural alerts that may occur during a resolution advisory (RA) scenario. The FAA is issuing this AD to require actions that address the unsafe condition on these products.
2019-12-16: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a report that the capability of the diagonal struts fitted at a certain frame is below the expected design specifications. This AD requires replacing the original diagonal struts at a certain frame with new, improved parts, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
74-24-02 R1: 74-24-02 SWEARINGEN: Amendment 39-2012 as amended by Amendment 39-2529. Applies to Models SA226-T, SA226-AT, and SA226-TC airplane. Compliance required as indicated. To detect cracks and provide for repair and reinforcement of the horizontal stabilizer rear spar at the outboard elevator hinge bracket attachment accomplish the following inspection and modifications: (a) After September 2, 1974, conduct the following inspection for the Model SA226-TC before the next flight unless already accomplished and for the Models SA226-T and SA226-AT within the next 10 hours time in service unless already accomplished. Inspect horizontal stabilizer rear spar in the vicinity of the left and right outboard elevator hinge bracket attachment for spanwise cracking above and below the hinge bracket in the bend radii of the spar flanges in accordance with paragraphs II.A.1. through 4. of Swearingen Service Bulletins A27-40-3067, revised October 9, 1974, for the Model SA226-T and A27-40-2064-4067, revised October 9, 1974, for the Models SA226-TC and SA226-AT or later FAA approved revisions. (b) If cracks are found, before further flight, repair horizontal stabilizer rear spar in accordance with: (1) Paragraph II.B. of Swearingen Service Bulletin A27-40-3067, revised October 9, 1974 or later FAA approved revision for the Model SA226-T, or (2) Paragraph II.B. of Swearingen Service Bulletin A27-40-2064-4067 revised October 9, 1974 or later FAA approved revision for the Models SA226-TC and SA226-AT. (c) If no cracks are found, accomplish the following: (1) Continue the inspections specified in (a) for the Model SA226-T at intervals not to exceed 200 hours time in service after the effective date of this AD. These periodic inspections may be discontinued after installation of the spar reinforcement specified in paragraph II.C. of Swearingen Service Bulletin A27-40-3067 revised October 9, 1974 or later FAA approved revision. (2) Within 50 hours timein service after the effective date of this AD, unless already accomplished for the Models SA226-TC and SA226-AT, install the spar reinforcement specified in paragraph II.C. of Swearingen Service Bulletin A27-40-2064-4067 revised October 9, 1974, or later FAA approved revisions. (3) After the rework specified in (c)(2), continue the inspections specified in (a) for the Models SA226-TC and SA226-AT at intervals not to exceed 500 hours' time in service from the date of rework or from the effective date of this AD if the rework was accomplished before the effective date. (d) Alternate methods of spar repair and reinforcement must be approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA. Amendment 39-2012 superseded Amendment 39-1950, AD 74-18-14, and became effective November 18, 1974. This amendment 39-2529 becomes effective March 8, 1976.
2019-12-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-102, -103, and -106 airplanes; Model DHC-8-200 series airplanes; and Model DHC-8-300 series airplanes. This AD was prompted by the reported loss of an elevator spring tab balance weight prior to takeoff. This AD requires inspecting the two balance weights and the two hinge arms on each elevator spring tab, and corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
87-25-07: 87-25-07 BRITISH AEROSPACE: Amendment 39-5789. Applies to all Model H.S. 748 airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent severe stress and damage to the engine support structure, accomplish the following: A. Within the next 6 months after the effective date of this AD, or prior to accumulating 6,000 landings, whichever is later, and thereafter at intervals not to exceed 2,000 landings, perform a visual inspection of the engine subframe/wing attachment assemblies in accordance with paragraph 2A of British Aerospace Service Bulletin 54-29, dated October 1986. Any assembly found to exhibit excessive movement or wear must be repaired, prior to further flight, in a manner approved by the FAA. B. No later than the next scheduled engine removal after the effective date of this AD or prior to accumulating 6,000 landings, whichever is later, and thereafter at intervals not to exceed 6,000 landings, perform a visual inspection of the engine subframe/wing attachment assemblies while trying to induce movement in accordance with paragraph 2C of British Aerospace Service Bulletin 54-29, dated October 1986. Any components found to be unserviceable must be repaired, prior to further flight, in a manner approved by the FAA. C. Prior to the next scheduled engine removal after the effective date of this AD, or prior to accumulating 12,000 landings, whichever is later, and thereafter at intervals not to exceed 12,000 landings, perform an inspection with the taper bolt and taper split-bush removed from the engine subframe/wing attachment assemblies in accordance with paragraph 2D of British Aerospace Service Bulletin 54-29, dated October 1986. Any components found to be unserviceable must be repaired, prior to further flight, in a manner approved by the FAA. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, maybe used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. E. 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. All persons affected by this proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414 Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective January 19, 1988.
98-15-08: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146 and Model Avro 146-RJ series airplanes, that requires repetitive detailed visual inspections of the top wing skins for stress corrosion cracks, damage, or missing surface protective finish of the metallic surfaces; and repair, if necessary. This amendment is prompted by reports of stress corrosion cracks found on the top wing skin during routine inspection on three airplanes. The actions specified by this AD are intended to detect and correct such cracking, which could result in reduced structural integrity of the wing.
2007-01-01: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ airplanes. This AD requires determining the part number of the lift spoiler actuators/jacks (referred to after this as "lift spoiler jacks''). For affected lift spoiler jacks, this AD requires determining the date of manufacture of the lift spoiler jacks, repetitively inspecting the eye-end assembly of the lift spoiler jacks to detect discrepancies of the assembly or associated parts, and performing corrective actions if necessary. This AD results from a report that a lift spoiler deployed in flight due to corrosion at the thread where the eye-end assembly was screwed into the piston of the lift spoiler jack. We are issuing this AD to prevent detachment of the eye-end assembly of a lift spoiler jack, which could result in uncommanded deployment of a lift spoiler in flight, and consequent reduced controllability of the airplane.
64-24-03: 64-24-03 GENERAL DYNAMICS: Amdt. 824 Part 507 Federal Register October 23, 1964. Applies to Model 30 Series Aircraft Which Have Been Altered in accordance with Either American Airlines Fleet Campaign Directive No. 194K or General Dynamics/Convair (990) Service Bulletin No. 27-66 Dated December 6, 1963. Compliance required within 300 hours' time in service following the effective date of this AD unless already accomplished. American Airlines Fleet Campaign Directive No. 194K and General Dynamics/Convair (990) Service Bulletin No. 27-66 describe emergency electric stabilizer trim system circuit change which interlock the "up relay" and "down relay" coils. Under certain circumstances the emergency electrical stabilizer trim systems which incorporate these circuit changes could permit a runaway stabilizer condition to exist. To correct this condition, modify the aircraft emergency electric stabilizer trim system circuits in accordance with either paragraph (a) or (b). The circuit changes described in General Dynamics/Convair Service Bulletin No. 27-66, which interlock the coils of the "up relay" and "down relay", may be used when the changes described in paragraph (b) are accomplished. (a) Restore the emergency electric stabilizer trim system circuits to the original Convair type certification design; or (b) Replace the single pole, double throw, emergency electric stabilizer control "nose up"-"nose down" switch (S-246), with a double pole, double throw, momentary on, center position off, momentary on switch. Connect the added poles of the switch so that the power control relay (K-276) is energized with the "up relay" (K-124) and with the "down relay" (K-123) but is not energized when the switch is in the "off" position. This modification shall be accomplished in accordance with General Dynamics/Convair (990) Service Bulletin No. 27-66A dated April 22, 1964, or by an equivalent approved by the Aircraft Engineering Division, FAA Western Region.This directive effective October 23, 1964.
2007-01-06: This amendment supersedes an existing airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) model helicopters. The existing AD currently requires certain inspections and checks of the tail rotor blade (blade) for a deformation, a crack, and a bent or deformed tail rotor weight (weight). Also, that AD requires, before further flight, replacing each blade with an airworthy blade if a deformation, a crack, or a bent or deformed weight is found. This action contains the same actions as the existing AD and also adds to the applicability certain serial-numbered blades inadvertently omitted from the current AD. This action also requires replacing each affected blade, which is a terminating action. This amendment is prompted by three reports of skin cracks originating near the blade trailing edge balance weight. The actions specified by this AD are intended to prevent blade failure and subsequent loss of control of the helicopter.
2006-25-12: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce Corporation (RRC) 501-D series turboprop engines. That AD requires removal from service of certain turbine rotor components at reduced life limits. This AD requires the same actions but adds two new life limits. This AD results from RRC reevaluating and revising component life limits for 501-D22 series turboprop engines. We are issuing this AD to prevent uncontained turbine rotor failure resulting in an in-flight engine shutdown and possible damage to the airplane.
81-04-10: 81-04-10 KAWASAKI HEAVY INDUSTRIES, LTD.: Amendment 39-4045. Applies to Models KV107-II and KV107-IIA helicopters, certificated in all categories, with pilot or copilot cyclic stick boots, P/N 107S2226-9, installed. Compliance required as indicated, unless already accomplished. To prevent possible restriction of cyclic stick travel, which could result in an unsafe flight condition, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, loosen the velcro tape and camloc fasteners securing the pilot and copilot cyclic stick boots, P/N 107S2226-9, and remove the boots. (b) Remove the two rivets which attach the forward spring, P/N 107S2226-12, to the forward end of the boot base and discard the forward spring. (c) Install washers and new rivets to plug the resulting two empty holes in the boot base. (d) Reinstall the pilot and copilot stick boots. (e) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the modification can be accomplished. This amendment becomes effective February 26, 1981.
2019-12-08: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports that certain aft fuselage fittings are susceptible to cracking because they were not manufactured correctly. This AD requires replacement of those fittings with correctly manufactured parts, an eddy current inspection of certain fastener holes for cracking, and corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2006-26-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-200, -300, -400, and -500 series airplanes. This AD requires a one-time inspection of the frames between station 360 and station 907 to determine if a subject support bracket for the air conditioning outlet extrusion is installed, and related repetitive investigative actions and repair if necessary. This AD also provides an optional preventive modification that ends the repetitive investigative actions. This AD also requires a one-time post-modification/repair inspection for cracking of each repaired/modified frame. This AD results from numerous reports indicating that frame cracks have been found at the attachment holes for support brackets for the air conditioning outlet extrusion. We are issuing this AD to detect and correct such cracking, which, if the cracking were to continue to grow, could result in a severed frame. A severed frame, combined with existing multi-site damage at the stringer 10 lap splice, could result in rapid decompression of the airplane.
2006-26-11: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model ERJ 170 and ERJ 190 airplanes. This AD requires repetitive inspections to detect damaged smoke seals in the aft avionics compartment, repair/replacement if any damage is found, and reinforcement if no damage is found. This AD also requires eventual replacement of all smoke seals in the aft avionics compartment with new, improved seals having new part numbers, which terminates the repetitive inspections. This AD results from a report of damaged smoke seals in the aft avionics compartment of the affected airplanes. We are issuing this AD to prevent smoke from penetrating into the passenger cabin during a fire in the avionics compartment.
2006-25-13: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce Corporation (RRC) AE 2100D3 turboprop engines. This AD requires removing certain part number (P/N) compressor cone shaft assemblies at a new reduced cyclic life limit of 5,000 engine cycles. This AD results from low-cycle-fatigue testing and analysis of certain P/N compressor cone shaft assemblies, by RRC. We are issuing this AD to prevent uncontained failure of the compressor cone shaft assembly, leading to engine shutdown and damage to the airplane.