Results
2000-23-01: This amendment supersedes Airworthiness Directive (AD) 99-11-13, which currently requires inspecting (one-time) the forward, aft, and auxiliary wing spars for cracks on certain Cessna Aircraft Company (Cessna) Model 402C airplanes, and repairing any cracks found. AD 99-11-13 also requires reporting the results of the inspection to the Federal Aviation Administration (FAA) to provide data to help us determine whether the inspection should be repetitive. After re-evaluating the fatigue analysis for the wing spars on the affected airplanes, we have determined that spar cap cracking is not an isolated condition and could continue to develop over the life of the affected airplanes. This AD retains the inspection required in AD 99-11-13, and will make the inspection repetitive. The actions specified by this AD are intended to detect and correct any cracks in the forward, aft, and auxiliary wing spars, which could result in reduced or loss of control of the airplane.
2017-25-07: We are adopting a new airworthiness directive (AD) for all Alexander Schleicher GmbH & Co. Segelflugzeugbau Models ASH 25M and ASH 26E gliders. 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 fatigue cracks found on the exhaust silencer. We are issuing this AD to require actions to address the unsafe condition on these products.
82-16-04 R1: 82-16-04 R1 FOKKER B.V.: Amendment 39-4426 as amended by Amendment 39-4652. Applies to Model F28 Series 1000 and 4000 airplanes certificated in all categories, serial numbers as indicated below. Note: Some serial numbers listed may actually be 2000, 3000, 5000, or 6000 airplanes that are not presently eligible for U.S. certification. Those serial numbers may be disregarded insofar as this AD is concerned. 1. Unless already accomplished, accomplish the following within the time specified in each paragraph below after the effective date of this AD. A. Applies to airplanes with S/N's 11003 through 11016. Compliance required within the next 100 hours time in service. In order to prevent interference of control rod with idler lever and access panel in leading edge of aileron, inspect and rectify in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-22 dated March 26, 1970. B. Applies to airplanes with S/N's 11003 through 11162, and 11991 through 11992 if one or more flap actuators are in pre Menasco Service Bulletin 27-63 configuration. Compliance required within the next 1,000 hours time in service or 500 flights, whichever occurs first. In order to detect possible wing flap mechanical actuator ball screw failures, accomplish inspections of ball nuts and screws of the actuators in accordance with Fokker Service Bulletin F28/27-27, Revision 5, dated April 2, 1979. Note reference to Fokker Service Bulletin F28/27- 136 and Menasco Service Bulletin 27-63. C. Applies to airplanes with S/N's 11003 through 11024, and 11991 through 11992. Compliance required within 300 hours time in service. In order to eliminate failure of the feedback link (not self aligning) on the horizontal stabilizer control unit, replace with self aligning type in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-31 dated January 18, 1971. This SB covers Abex Service Bulletin 27-10. D. Applies toairplanes with S/N's 11003 through 11029, and 11991 through 11994. Compliance required within 100 hours time in service. In order to detect and/or prevent possible jamming of the aileron de-coupler, inspect and modify the de-coupler in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-32 dated September 21, 1970. E. Applies to airplanes with S/N's 11003 through 11026, and 11991. Compliance required within 100 hours time in service. In order to ensure that the vane drive mechanism inside the wing flaps are in good condition, inspect and modify same in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-41 dated November 25, 1970. F. Applies to airplanes with S/N's 11003 through 11031, and 11991 through 11994. Compliance required within 100 hours time in service. In order to prevent possible jamming of the aileron control, install an anti-rotation device on the aileron trim/feel unit in accordance with theAccomplishment Instructions of Fokker Service Bulletin F28/27-47 dated March 23, 1971. G. Applies to airplanes with S/N's 11003 through 11035, and 11991 through 11994. Compliance required within 100 hours time in service. In order to prevent rod failure in the aileron tab drive mechanism, remove old extension rod and replace with new steel extension rod in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-55, Revision 2, dated September 15, 1972. NOTE: In case Fokker Service Bulletin F28/27-78 (to eliminate oscillation of sequence valve in aileron tab lock and actuator assembly) is not carried out within 3,000 flights after incorporation of the steel rod, the rod should be replaced again in consultation with Fokker - BV. H. Applies to airplanes with S/N's 11003 through 11064, and 11991 through 11993. Compliance required within 100 hours time in service. In order to prevent possible fatigue failure of the connection rod between the summing bar and servo valve of the elevator boost control unit, inspect same for friction and lubrication of the stick switch connection rod in accordance with the Accomplishment Instructions of Fokker Service Bulletin F-28/27-82A, Revision 1, dated March 1, 1973. I. Applies to airplanes with S/N's 11003 through 11077, and 11991 through 11993. Compliance required within 500 hours time in service. In order to prevent restricted aileron control due to freeze-up of the aileron feel/trim spring unit, modify same in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-92, Revision 1, dated March 1, 1976. Note that embodiment of this service bulletin relieves the operator from the inspection as described in F28 Service Bulletin 27-122. J. Applies to airplanes with S/N's 11003 through 11090 and 11991 through 11993, as far as equipped with units Menasco P/N 11100-7 to -33 inclusive, S/N 1-214 inclusive. Compliance required within 3,000 hours time in service. In order to prevent the ball return tube from becoming disengaged from the ball nut of the horizontal stabilizer unit, install a sleeve over the ball return tube in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-103 dated September 28, 1974. This Service Bulletin covers Menasco Service Bulletin 27- 44. Note that training flights or test flights with simulated double hydraulic failure are prohibited until the change described in Fokker Service Bulletin F28/27-103, dated September 28, 1974, has been incorporated. K. Applies to airplanes with S/N's 11091 through 11103, as far as equipped with wing flap mechanical actuator part numbers listed in Fokker Service Bulletin F28/27-126 dated November 22, 1976. Compliance required within 500 hours time in service. In order to avoid cracking of faulty ball return tubes of the wing flap mechanical actuator, inspect and replace, if required, in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-126 dated November 22, 1976. Note that this service bulletin covers Menasco Service Bulletin 27-66. L. Applies to airplanes with S/N's 11003 through 11162, and 11991 through 11992. Compliance required within 1,000 hours time in service for Part I and 3,000 hours time in service for Part II. Part I concerns introduction of wing flap actuators with more reliable ball nuts at wing station 1700, and Part II concerns introduction of wing flap actuators with more reliable ball nuts at wing stations 5280 and 8200. In order to prevent loss of balls through the grease nipple hole and to provide for a jamming device after failure of the ball circuit, install new wing flap actuators with more reliable ball nuts in accordance with the Accomplishment Instructions and Material Information of Fokker Service Bulletin F28/27-136 dated May 14, 1979. As indicated in that service bulletin, modification instructions and part number specifications are contained in Menasco Service Bulletin 27-78. M. Applies to airplanes with S/N's 11003 through 11162, and 11991 through 11992. Compliance required within the next 300 hours time in service and subsequently at every 500 flights. In order to detect escape of balls from worn ball return tube located in the ball nut of the wing flap actuator, inspect ball return tubes and replace actuators as necessary in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-137 dated January 28, 1980. N. Applies to airplanes with S/N's 11003 through 11037, 11040, and 11991 through 11994. Compliance required within 100 hours time in service. In order to detect and prevent imminent failure of the eye-bolt in the main landing gear actuator, inspect for proper location of bearing in eye-bolt in accordance with Accomplishment Instructions of Fokker Service Bulletin F28/32-72, Revision 2, dated November 22, 1971. Part I of this Service Bulletin concerns inspectionsof the eye-bolt bearing. Part II introduces spacers to ensure correct position of the bearing in the eye-bolt as a temporary measure pending the issue of a definitive modification by Dowty/Rotol. O. Applies to airplanes with S/N's 11003 through 11081, and 11991 through 11993 which are equipped with the following nose gear strut part numbers: 200429002, 200429003, 200429004, and 200429005. Compliance required within 100 hours time in service. In order to detect cracks from the central slot in the down lock beak of the nose gear strut, inspect in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/32-119 dated January 26, 1976. This service bulletin refers to Dowty Rotol Service Bulletin 32-94R for method of checking for evidence of cracking. 2. Alternate means of compliance with this AD which provide an equivalent level of safety must be approved by the Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. 3. 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. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). Amendment 39-4426 became effective August 30, 1982. This Amendment 39-4652 becomes effective June 6, 1983.
94-14-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires removal of the actuator from the fuel-ballast transfer valve, and installation of a locking device on the fuel-ballast transfer valve. This amendment is prompted by a report that the fuel-ballast transfer valve on certain airplanes must be modified to ensure the valve is closed at all times. If the transfer valve is open during flight, the fuel supply to the engines may be reduced during cross-feed operation to the extent that fuel starvation could occur. The actions specified by this AD are intended to prevent engine flameout due to fuel starvation.
2007-07-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A318-100, A319-100, A320- 200, A321-100, and A321-200 series airplanes; and Model A320-111 airplanes. That AD currently requires modification of the electrical bonding of all structures and systems installed inside the center fuel tank. This new AD requires modification of additional bonding points inside the center fuel tank. This AD results from a report that additional bonding points need to be modified in order to prevent electrical arcing in the center fuel tank. We are issuing this AD to prevent electrical arcing in the center fuel tank due to inadequate bonding, which could result in an explosion of the center fuel tank and consequent loss of the airplane.
97-23-01: This amendment supersedes Airworthiness Directive (AD) 93-15-02 R2, which currently requires the following on Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes that are equipped with a certain Simmonds-Precision pitch trim actuator: repetitively measuring the freeplay of the pitch trim actuator and repetitively inspecting the actuator for rod slippage; immediately replacing any actuator if certain freeplay limitations are exceeded or rod slippage is evident; and, eventually replacing the actuator regardless of the inspection results. This action retains the repetitive inspection and replacement requirements, adds the repetitive inspections after the installation of certain Barber-Colman pitch trim actuators, and removes the terminating action. This action is the result of a failure of the no-backs on a Barber-Colman pitch trim actuator installed on a Fairchild Aircraft SA227 series airplane. The actions specified by this AD are intended to prevent failure of the pitch trim actuator, which could cause loss of control of the airplane. The incorporation by reference of Fairchild Aircraft SA226 Series Service Letter 226-SL-014, Fairchild Aircraft SA227 Series Service Letter 227-SL-031, and Fairchild Aircraft SA227 Series Service Letter CC7-SL-021, all Issued: October 3, 1997, is approved by the Director of the Federal Register as of December 1, 1997. The incorporation by reference of Fairchild Aircraft SA226 Series Service Letter 226-SL-005, and Fairchild Aircraft SA227 Series Service Letter 227-SL-011, both Issued: April 8, 1993, Revised: May 22, 1996, listed in the regulations was previously approved by the Director of the Federal Register as of July 25, 1996 (61 FR 36817, July 15, 1996). Comments for inclusion in the Rules Docket must be received on or before January 2, 1998.
2000-23-22: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes and C-9 (military) airplanes, that currently requires a one-time visual inspection to determine if the doorstops and corners of the doorjamb of the forward passenger door have been modified, various follow-on repetitive inspections, and modification, if necessary. This amendment requires a reduction in the inspection threshold and repetitive intervals for a certain doubler configuration and an increase in the grace period for a certain other doubler configuration. This amendment is prompted by a determination that certain inspection compliance times were incorrect. The actions specified by this AD are intended to detect and correct fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.\n\n\tThe incorporation by reference of McDonnellDouglas Service Bulletin DC9-53-280, Revision 02, dated July 26, 1999, as listed in the regulations, is approved by the Director of the Federal Register as of January 2, 2001.\n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of January 22, 1999 (63 FR 70005, December 18, 1998).
94-11-01: 94-11-01 ROBINSON HELICOPTER COMPANY: Priority Letter issued on May 18, 1994. Docket No. 94-SW-04-AD. Applicability: Model R22 helicopters, equipped with forward flexplate (flexplate), part number (P/N) A947-1, (with bonded washers), or P/N A193-1 (without bonded washers), certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the flexplate, failure of the main rotor drive, and subsequent loss of control of the helicopter, accomplish the following: (a) Within the next 25 hours' time-in-service (TIS) after the effective date of this airworthiness directive (AD), accomplish the following: (1) With the clutch disengaged, support the forward end of the clutch shaft, part number (P/N) A166-1, remove the flexplate, P/N A947-1 or P/N A193-1, and record the shim locations for use during reinstallation. (i) Replace any flexplate that does not have eight bonded washers (two per arm) with an airworthy flexplate, P/N A947-1 E. (ii) For those flexplates that have eight bonded washers (two per arm), comply with the following: (A) Remove all coating down to bare metal from the outer edges of the flexplate to approximately 0.125 inches inward, but in no case within 0.50 inches of the bonded washers, using Scotch Brite or 600 grit sand paper. Do not use a chemical paint stripper since it may adversely affect the adhesive that bonds the washers to the flexplate. (B) Inspect the outer edges of the flexplate for cracks, avoiding the bonded washers, using a dye penetrant inspection method in accordance with Appendix I of this AD. If the dye penetrant contacts the bonded washers, remove the solution from the bonded washers within 1 minute since longer exposure may adversely affect the adhesive. (1) If a crack is found, replace the flexplate with an airworthy flexplate, P/N A947-1 E. Report a description of the crack, the helicopter's total TIS, and operating conditions to the Propulsion Manager, Los Angeles Aircraft Certification Office, FAA. (2) If no crack is found, paint the bare edge area of the flexplate with an even coat of zinc-chromate or epoxy primer. Do not paint the bare metal surface of the bonded washers. (C) Reinstall the flexplate and ensure sheave and clutch shaft angle are properly aligned in accordance with the applicable maintenance manual. (b) If the inspection in paragraph (a) of this AD revealed no cracks, and the helicopter has less than 2 years and less than 450 hours' TIS, no further action is required by this AD until the flexplate has been in service for 2 years or 450 hours' TIS. Upon reaching 2 years or 450 hours' TIS, accomplish the inspection required by paragraph (d) within the next 50 hours' TIS. (c) If the inspection in paragraph (a) of this AD revealed cracks, or the helicopter has been in service 2 or more years or 450 or more hours' TIS, within the next 50 hours' TIS, accomplish the repetitive visual inspection required by paragraph (d) of this AD. (d) After complying with paragraphs (b) and (c), thereafter, at intervals not to exceed 50 hours' TIS from the last inspection, accomplish the following visual inspection: (1) Remove the flexplate in accordance with the applicable maintenance manual. (2) Clean the flexplate using a solvent (e.g., methyl-ethyl ketone or naphtha). (3) Inspect the flexplate for nicks, cracks, or corrosion using a 10-power or higher magnifying glass, paying close attention to the edges of the flexplate. (i) If a crack is found, replace the flexplate with an airworthy flexplate, P/N A947-1 E, in accordance with the applicable maintenance manual. Report a description of the crack, total TIS, and operating conditions to the Propulsion Manager, Los Angeles Aircraft Certification Office, FAA. (ii) If a nick or corrosion is found, repair the flexplate in accordance with the applicable maintenance manual. (iii) Paint any bare edges of the flexplate with an even coat of zinc-chromate or epoxy primer. Do not paint the bare metal surface of the bonded washers. (iv) If any nick or corrosion cannot be repaired within the rework limits specified in the applicable maintenance manual, replace the flexplate with an airworthy flexplate, P/N A947-1 E, in accordance with the applicable maintenance manual. Report a description of the corrosion, total TIS, and operating conditions to the Propulsion Manager, Los Angeles Aircraft Certification Office, FAA. (4) Reinstall the flexplate and ensure sheave and clutch shaft are properly aligned in accordance with the applicable maintenance manual. NOTE: Robinson Helicopter Company R22 Maintenance Manual, Change 14, dated March 14, 1994, pertains to this AD. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used when approved by the Manager, Los Angeles AircraftCertification Office, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles Aircraft Certification Office. (f) 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 helicopter to a location where the requirements of this AD can be accomplished. (g) Priority Letter AD 94-11-01, issued May 18, 1994, becomes effective upon receipt. APPENDIX I DYE PENETRANTS Several dye penetrant type inspection kits are now available that will reveal the presence of surface cracks or defects and subsurface flaws that extend to the surface of the part being inspected. These penetrant type inspection methods are considered acceptable, provided the part being inspected has been thoroughly cleaned, all areas are readily accessible for viewing, and the manufacturer's recommendations as to the method of application are closely followed. a. Cleaning. An inspection is initiated by first cleaning the surface to be inspected of dirt, loose scale, oil, and grease. Precleaning may usually be accomplished by vapor degreasing or with volatile cleaners. Use a volatile cleaner as it will evaporate from the defects before applying the penetrant dye. Sand blasting is not as desirable a cleaning method, since surface indications may be obscured. It is not necessary to remove anodic films from parts to be inspected, since the dye readily penetrates such films. Special procedures for removing the excess dye should be followed. b. Application of Penetrant. The penetrant is applied by brushing, spraying, or by dipping and allowing to stand for a minimum of 2 minutes. Dwell timemay be extended up to 15 minutes, depending upon the temperature of the part and fineness of the defect or surface condition. Parts being inspected should be dry and heated to at least 70 F., but not over 130 F. Very small indications require increased penetration periods. c. Removal of Dye Penetrant. Surplus penetrant is usually removed by application of a special cleaner or remover, or by washing with plain water and allowing the part to dry. Water rinse may also be used in conjunction with the remover, subject to the manufacturer's recommendations. d. Application of Developer. A light and even coat of developer is applied by spraying, brushing, or dipping. When dipping, avoid excess accumulation. Penetrant that has penetrated into cracks or other openings in the surface of the material will be drawn out by the developer resulting in a bright red indication. Some idea of the size of the defect may be obtained after experience by watching the size and rate of growth ofthe indication.
99-26-12: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A330-301, -321, and -322 series airplanes, and Model A340-211, -212, -213, -311, -312, and -313 series airplanes, that requires repetitive replacements of the yaw damper actuator installed on active position with a new or overhauled yaw damper actuator. 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 hydraulic leakage from the yaw damper actuator installed on active position due to premature wear of the dynamic seals between the actuator piston and the piston bearing. Hydraulic leakage could lead to complete loss of the green hydraulic circuit, which could result in reduced controllability of the airplane.
2007-04-19R1: The FAA is revising an existing airworthiness directive (AD) for certain SAP cylinder assemblies installed in Teledyne Continental Motors (TCM) 470, 520, and 550 series reciprocating engines, Lycoming Engines (LE) 320, 360, and 540 series reciprocating engines, Avco Lycoming (AL) 540 series reciprocating engines, and Superior Air Parts, Inc. (SAP) 360 series reciprocating engines. That AD currently requires removing from service certain SAP part numbered (P/N) cylinder assemblies installed in TCM, LE, and AL reciprocating engines. That AD also requires removing from service certain cylinder assemblies installed as original equipment in SAP reciprocating engines, or in certain overhauled or repaired SAP reciprocating engines. This AD continues to require those same actions. This AD results from comments from the Public on the existing AD. We are issuing this AD to prevent cylinder separation that can lead to engine failure, a possible engine compartment fire, and damage tothe airplane.
2000-15-21 R1: This amendment revises an existing airworthiness directive (AD) that applies to Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P; and Southwest Florida Aviation SW204, SW204HP, SW205, and SW205A-1 helicopters, manufactured by Bell Helicopter Textron Inc. (BHTI) for the Armed Forces of the United States, and requires removing and replacing certain main rotor mast (mast) assemblies. This amendment corrects a part number that was published incorrectly in the existing AD. This amendment is prompted by the discovery of that error. The actions specified by this AD are intended to prevent fatigue failure of the mast and subsequent loss of control of the helicopter
2019-06-12: We are adopting a new airworthiness directive (AD) for all [[Page 14600]] Airbus SAS Model A330-201, -202, and -203; and Model A330-301, -302, and -303 airplanes. This AD was prompted by reports of disbonds on the engine air inlet cowl inner barrel lower panel between the back skins and the honeycomb core of airplanes equipped with certain engines. This AD requires repetitive detailed inspections of the engine air inlet cowls, and corrective actions if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
99-21-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires modification of the autopilot mode engagement/disengagement lever of the rudder artificial feel unit. 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 reduced controllability of the airplane due to the failure of the rudder artificial feel unit to properly disengage from autopilot mode during approach and landing.
2007-07-02: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, -500, -600, -700, -800 and -900 series airplanes; and Model 757-200 and -300 series airplanes. This AD requires modifying the activation mechanism in the chemical oxygen generator of each passenger service unit (PSU). This AD results from several reports indicating that some chemical oxygen generators failed to activate during in-flight decompression events. These failures were due to fracture of components between the passenger oxygen mask and the release pin in the oxygen generator. We are issuing this AD to prevent failure of the activation mechanism in the chemical oxygen generator, which could result in the unavailability of supplemental oxygen and possible incapacitation of passengers and cabin crew during an in- flight decompression.
2000-23-13: This amendment adopts a new airworthiness directive (AD) that is applicable to all Israel Aircraft Industries, Ltd., Model 1121, 1121A, 1121B, 1123, 1124, and 1124A series airplanes. This action requires a one-time inspection, and corrective action if necessary, to ensure the proper installation of the tie rod through the dust shield and both jackscrew assemblies on the horizontal stabilizer trim actuator. This action is necessary to prevent jamming or disconnection of the horizontal stabilizer trim actuator, which could result in reduced pitch control of the airplane. This action is intended to address the identified unsafe condition.
2017-25-08: We are adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-500 and ATR72- 212A airplanes. This AD requires revising the airplane flight manual to provide procedures to the flightcrew for operational restrictions affecting in-flight use of the autopilot (AP) or yaw damper (YD) during single source operation. This AD was prompted by flight test evaluations that revealed discrepancies with the YD and AP when in single source operation on certain airplanes. We are issuing this AD to address the unsafe condition on these products.
2007-06-19: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-102, -103, and -106 airplanes and Model DHC-8-200 and DHC-8-300 series airplanes. This AD requires modifying the main landing gear (MLG) and nose landing gear (NLG) handle assemblies for alternate release and the MLG retaining plate. This AD also requires doing a related investigative action and corrective action if necessary. This AD results from reports of broken or damaged MLG and NLG alternate release cables caused by rubbing and fraying at the cable-to-handle interface. We are issuing this AD to prevent breakage of the MLG and NLG alternate release cables, which, if the normal gear extension fails, could result in the inability to extend the MLG or NLG and consequent collapse of the landing gear during ground maneuvers or upon landing.
2019-05-14: We are removing AD 2012-02-18, which applied to all Dassault [[Page 11641]] Aviation Model MYSTERE-FALCON 50 airplanes. AD 2012-02-18 required revising the maintenance program to include revised airworthiness limitations. We issued AD 2012-02-18 to address cracking of the flap tracks, which could lead to flap asymmetry and loss of control of the airplane. Since we issued AD 2012-02-18, we have issued AD 2017-09-03 to address the unsafe condition. Accordingly, AD 2012-02-18 is removed.
2000-22-06: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney (PW) JT8D series turbofan engines, that requires inspections of main fuel pump control shafts for excessive spline wear. Additionally, as terminating action to the inspections, this action requires the replacement of the main fuel pump control shaft with parts of improved design, and reworking the main fuel pump impeller, impeller gear train plate assembly, and impeller cover assembly. This amendment is prompted by reports of failed main fuel pump control shafts caused by excessive spline wear. The actions specified by this AD are intended to prevent loss of engine throttle control, uncommanded acceleration, uncommanded deceleration or inflight shutdown, which could result in reduced airplane control during a critical phase of flight.
2004-12-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes equipped with Rolls Royce RB211 engines, that currently requires modification of the nacelle strut and wing structure. This amendment requires, for certain airplanes, repetitive detailed inspections of certain aft bulkhead fasteners for loose or missing fasteners, and corrective action if necessary. For certain other airplanes, this amendment requires a one-time detailed inspection of the middle gusset of the inboard side load fitting for proper alignment and realignment if necessary; a one-time eddy current inspection of certain fastener holes for cracking, and repair if necessary; and a detailed inspection of certain fasteners for loose or missing fasteners; and replacement with new fasteners if necessary. The actions specified by this AD are intended to prevent fatigue cracking in primary strut structure and consequent reduced structural integrity of the strut. These actions are intended to address the identified unsafe condition.
99-22-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires a one-time inspection of the rail release pins and parachute pins of the escape slide/raft pack assembly for correct installation, 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 prevent improper deployment of the escape slide/raft and blockage of the door in the event of an emergency evacuation.
97-14-16: This amendment adopts a new airworthiness directive (AD) that applies to all Raytheon Aircraft Company (Raytheon) 1900 series airplanes. This action requires repetitively inspecting the flap aft roller bearings and flap attachment brackets for indications of contact (wear), inspecting for elongation of the holes in the flap attachment brackets, and repairing or replacing any part showing wear. The actions specified by this AD are intended to prevent interference between the flap and the aileron which could inhibit aileron movement and result in possible loss of control of the airplane.
2007-06-17: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A320 series airplanes. This AD requires replacing the carbon fiber reinforced plastic (CFRP) actuator fittings of the rudder with aluminum actuator fittings and doing related investigative and corrective actions. This AD results from rupture of a CFRP actuator fitting during maintenance. We are issuing this AD to prevent rupture of a rudder actuator fitting, which could result in reduced controllability of the airplane.
2000-21-14: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires you to perform a one- time inspection for abrasion damage, distortion, and proper clearance of the torque oil-pressure tubes and py pressure pipe, and if necessary, adjust and replace these components. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to correct abrasive damage from rubbing pipes and consequent loss of engine oil.
2007-06-12: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A330-300 airplanes. That AD currently requires reinforcement of the structure of the center fuselage by installing external stiffeners (butt straps) at frame (FR) 53.3 on the fuselage skin between left-hand (LH) and right-hand (RH) stringer (STR) 13, and related investigative and corrective actions. This new AD requires additional reinforcement of the structure of the center fuselage by installing external stiffeners (butt straps) at frame FR53.3 on the fuselage skin between LH and RH STR13, and related investigative and other specified actions. This AD also adds airplanes to the applicability. This AD results from cracking found at the circumferential joint of FR53.3. We are issuing this AD to prevent fatigue cracking of the fuselage, which could result in reduced structural integrity of the fuselage.