Results
91-23-06: 91-23-06 FOKKER: Amendment 39-8075. Docket No. 91-NM-58-AD. Applicability: Model F-28 series airplanes, as listed in Fokker Service Bulletin F28/55-28, dated December 21, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent uncommanded movement of the horizontal stabilizer and subsequent reduced controllability of the airplane, accomplish the following: A. Within 90 days after the effective date of this AD, perform a high-frequency eddy current inspection to detect cracks in the horizontal stabilizer attach fittings, in accordance with Parts 1 and 2 of Fokker Service Bulletin F28/55-28, dated December 21, 1990. If cracks are found, prior to further flight, repair or replace affected attach fitting with a serviceable part, in accordance with Part 3 of the service bulletin. B. An alternative method 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 forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. 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. D. The inspection, repair, and replacement requirements shall be done in accordance with Fokker Service Bulletin F28/55-28, dated December 21, 1990. 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, S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8075, AD 91-23-06) becomes effective on December 17, 1991.
2012-11-15: We are adopting a new airworthiness directive (AD) for all BAE SYSTEMS (Operations) Limited Model 4101 airplanes. This AD was prompted by reports of cracking found in the wing rear spar. This AD requires a one-time detailed inspection for cracks, corrosion, and other defects of the rear face of the wing rear spar, and repair if necessary. We are issuing this AD to detect and correct cracking in the rear spar, which could propagate to a critical length, possibly affecting the structural integrity of the area and resulting in a fuel tank rupture, with consequent damage to the airplane and possible injury to its occupants.
98-04-33: This amendment adopts a new airworthiness directive (AD), applicable to all Gulfstream American (Frakes Aviation) Model G-73 (Mallard) and G-73T series airplanes, that requires revising the Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2012-12-04: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. That AD currently requires repetitive external detailed inspections or non-destructive inspections to detect cracks in the fuselage skin along the chem-mill steps at stringers S-1 and S-2R, between station (STA) 400 and STA 460, and repair if necessary. This new AD adds inspections for cracking in additional fuselage skin locations, and repair if necessary. This new AD also reduces the inspection thresholds and repetitive intervals for certain airplanes. This AD was prompted by reports of additional crack findings of the fuselage skin at the chem-mill steps. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin panels at the chem- mill steps, which could result in sudden fracture and failure of the fuselage skin panels, and consequent rapid decompression of the airplane.
2010-10-11: 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: It was reported that after commanding the landing gear lever to down the three green landing gear positioning indication was displayed followed by the LG/LEVER DISAGREE EICAS [engine indicating and crew alerting system] message. The crew decided to continue the approach and landing procedure. As soon as the crew identified that the landing gear was not extended properly, a go-around procedure was successfully performed. During maneuver, the airplane settled momentarily onto the flaps and belly. * * * * * The unsafe condition is the landing gear remaining in the up and locked position during approach and landing. This condition could be accompanied by an invalid EICAS landing gear position indication, which could result in landing with gear in the up position and eliminate controllability of the airplane on the ground. This may consequently result in structural damage to the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-10-08: 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: Several occurrences of loss of the AC [alternating current] BUS 1 have been reported which led in some instances to the loss of the AC ESS [essential] BUS and DC [direct current] ESS BUS and connected systems. The affected systems include multiple flight deck Display Units (Primary Flight Display, Navigation Display and Upper Electronic Centralised Aircraft Monitoring display). * * * * * The loss of multiple display units, if not corrected expediently during a high workload period, potentially affects the capability of the flight crew and could contribute to a loss of situational awareness and consequent control of the aeroplane, which would constitute an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
75-08-19: 75-08-19 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2167. Applies to Lockheed-California Company Model L-1011-385-1 series airplanes, certificated in all categories. To prevent possible hangups of the rudder pedals due to insufficient clearance in the side panel kickshield splice areas, accomplish the following: (A) Within 200 hours additional time in service, and at intervals not to exceed 200 hours time in service thereafter, after the effective date of this AD, perform a visual inspection of the flight station side panel kickshield joint areas to determine potential rudder pedal interference with the sidewall trim and center-console trim, per the instructions of Part I Lockheed Service Bulletin 093-25-155, dated June 15, 1973, or later FAA-approved revisions. (1) If adequate clearance exists, repeat the inspections at intervals not to exceed 200 hours time in service thereafter until the modifications described in (B), below, is accomplished. (2) If inadequate clearance is found as a result of any of the inspections, either (i) Perform the interim modifications described in Part I, paragraphs (2) or (3), Lockheed Service Bulletin, 093-25-155, dated June 15, 1973, or later FAA-approved revisions, and repeat the inspections of (A), above; or (ii) Perform the modifications described in Part II of the referenced Service Bulletin. (B) On or before July 1, 1975, perform the modification to the side and center/kickshield described in Part II of the referenced Service Bulletin. This modification, when accomplished, constitutes terminating action for this AD. (C) Equivalent inspections and modifications and replacement may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (D) Airplanes may be flown to a base for the accomplishment of the inspections and replacements required by this AD, per FAR's 21.197 and 21.199. This amendment becomes effective April 17, 1975
75-03-06: 75-03-06 MITSUBISHI HEAVY INDUSTRIES LIMITED: Amendment 39-2072. Applies to Mitsubishi Models MU-2B-26 (S/N 328 and below) and MU-2B-36 (S/N 673 and below) airplanes, except those airplanes modified in accordance with Mitsubishi Service Recommendation No. 027, dated September 12, 1974, or an FAA approved equivalent. Compliance required as indicated. To detect cracks and optical distortion in the front windshield outer panes that could result from the discharge of unusually hot defogging air caused by an air conditioning system failure, accomplish the following: (a) Before further flight and thereafter prior to the first takeoff each day, from outside the aircraft, visually check the outer lower edge of the left hand and right hand front windshield outer panes for cracks and small oval shaped optical distortions. The check required by this AD may be performed by the pilot. NOTE: Distortions generally appear at the same intervals as those of the defogging air outlet holes,approximately 0.5 inches apart, and in an area approximately 0.8 inches above the top of the outside bottom windshield retainer edge. Particular attention should be given to these areas during the checks required by paragraph (a). (b) If cracks or small oval shaped optical distortions are found during a check required by paragraph (a), before further flight, accomplish the following and continue to check in accordance with paragraph (a) of this AD: (1) Replace the windshield outer pane in which a crack or optical distortion is found in accordance with the performance rules of FAR 43.13. NOTE: Mitsubishi replacement windshield part numbers are as follows: Aircraft with electrically heated windshields incorporated in accordance with Mitsubishi Service Recommendation No. 014 - Windshield part numbers 010A-931026-11 and -12. Other aircraft - Serial numbers 4 through and including 7 - Windshield part numbers 010A-31026-1 and -2; Serial numbers 8 and up - Windshield part numbers010A-31450-1 and -2. (2) Correct the malfunctioning of the air conditioning system in accordance with the performance rules of FAR 43.13. (c) The inspections required by paragraphs (a) and (b) of this AD may be discontinued upon the incorporation of the modification specified in Mitsubishi Service Recommendation No. 027, dated September 12, 1974, or an FAA approved equivalent. (d) Notwithstanding the compliance time for repair specified in paragraph (b) of this AD, the aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed; provided that, the aircraft is not pressurized. This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made effective upon receipt of the airmail letter dated November 13, 1974, that contained this amendment.
2012-11-05: We are superseding an existing airworthiness directive (AD) for Enstrom Helicopter Corporation (Enstrom) Model F-28C, F-28C-2, F- 28F, 280C, 280F, 280FX, TH-28, 480, and 480B helicopters to add another trim relay to the applicability and to revise the modification instructions. This AD is prompted by the discovery that another part- numbered trim relay, inadvertently omitted from the current AD, may contain the same unsafe condition. These actions are intended to prevent failure of the cyclic trim system and subsequent loss of control of the helicopter.
98-04-32: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-14 and L-18 Series Airplanes series airplanes, that requires revising the Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.