Results
2001-25-11: This amendment supersedes two airworthiness directives (AD's), AD 99-17-16 and AD 2001-15-12. Those AD's both apply to Pratt and Whitney (PW) model PW4000 series turbofan engines. AD 99-17-16 generally requires that operators limit the number of PW4000 engines with potentially reduced stability margin to no more than one engine on each airplane, and requires initial and repetitive on-wing and test cell engine stability tests. It also establishes reporting requirements for stability testing data. AD 2001-15-12 also limits the number of PW4000 engines with potentially reduced stability on each airplane by applying rules based on airplane and engine configuration. In addition, AD 2001-15-12 also requires that engines that exceed high pressure compressor (HPC) cyclic limits based on cycles-since-overhaul (CSO) are removed from service, limits the number of engines with the HPC cutback stator (CBS) configuration to one on each airplane, and establishes a minimum rebuild standard for engines that are returned to service. These AD's were prompted by reports of surges during takeoff on airplanes equipped with PW4000 series turbofan engines. This amendment continues the limitation on the number of PW4000 engines with potentially reduced stability on each airplane to no more than one, and introduces a new cool engine fuel spike test to allow engines to be returned to service after having exceeded cyclic limits or undergone work in the shop. This AD also continues the limitation on the number of engines with HPC CBS configuration to one on each airplane, places a cyclic limit on how long a CBS engine may remain in service, and establishes a minimum rebuild standard for engines that are returned to service. This amendment is prompted by further analyses of compressor surges in PW4000 engines, and continuing reports of surges in the PW4000 fleet. The actions specified by this AD are intended to prevent engine power losses due to HPC surge.
98-18-01: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B, 214B-1, and 214ST helicopters, that currently establishes a retirement life of 60,000 high-power events for the main rotor trunnion (trunnion). This amendment requires changing the method of calculating the retirement life for the trunnion from high-power events to a maximum accumulated Retirement Index Number (RIN). This amendment is prompted by fatigue analyses and tests that show certain trunnions fail sooner than originally anticipated because of the unanticipated higher number of lifts or takeoffs (torque events) performed with those trunnions. The actions specified by this AD are intended to prevent fatigue failure of the trunnion, which could result in loss of the main rotor and subsequent loss of control of the helicopter.
2015-15-02: We are superseding Airworthiness Directive (AD) 2012-13-06, for all Airbus Model A300 series airplanes and all Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2012-13-06 required a one-time detailed inspection to determine the length of the fire shut-off valve (FSOV) bonding leads and for contact or chafing of the wires, and corrective actions if necessary. This new AD requires a new one-time detailed inspection of the FSOV bonding leads to ensure that the correct bonding leads are inspected, and corrective action if necessary. This AD was prompted by a determination that the description of the inspection area specified in the service information was misleading; therefore, some operators might have inspected incorrect bonding leads. We are issuing this AD to detect and correct contact or chafing of wires and the bonding leads, which, if not detected, could be a sourceof sparks in the wing trailing edge, and could lead to an uncontrolled engine fire.
81-01-52: 81-01-52 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 4055. Applies to Models SA330F, G, and J series helicopters, certificated in all categories. Compliance required within five (5) hours' time in service after the effective date of this AD unless already accomplished since December 22, 1980. To prevent possible in-flight loss of the pilot or copilot doors or the copilot's jettisonable panel (if installed), accomplish the following: (a) Inspect the jettisonable pilot door in accordance with Aerospatiale SA330 work cards Nos. 52-10-601 and 52-10-401 of the SA330 Maintenance Manual (Document 8582), or an FAA approved equivalent, and (b) Inspect either - (1) The jettisonable copilot panel in accordance with Aerospatiale SA330 work cards Nos. 52-21-601 and 52-21-401 or an FAA-approved equivalent, or (2) The jettisonable copilot door (if fitted per Aerospatiale Modification No. OP-11-611 or OP-11-970) in accordance with Aerospatiale work cards Nos. 52-10-601 and 52- 10-401 of the maintenance manual, or an FAA-approved equivalent. (c) Rerig improperly rigged doors and panels before further flight. Use serviceable parts in accordance with the respective reference work cards or FAA-approved equivalents. This amendment becomes effective March 16, 1981, to all persons except those persons to whom it was made immediately effective by telegraphic AD T81-01-52, issued December 31, 1980, which contained this amendment.
2001-26-11: This amendment supersedes an existing airworthiness directive (AD) that is applicable to Rolls-Royce, plc RB211 Trent 800 series turbofan engines. That AD currently requires initial and repetitive ultrasonic inspections of low pressure compressor (LPC) fan blade roots for cracks, and replacement, if necessary, with serviceable parts. This amendment requires initial inspections at modified thresholds and repetitive inspections at reduced intervals from the current AD using new LPC fan blade inspection criteria, and requires renewal of dry film lubricant on removed blades. This amendment is prompted by reports that an in-service engine experienced LPC fan blade root cracking at a lower life than previously forecast, and, the manufacturer's further investigation that has led to a better understanding of the causes of fan blade root cracking. The actions specified in this AD are intended to prevent LPC fan blade failure due to cracking, which could result in multiple fan blade release, uncontained engine failure, and possible damage to the airplane.
98-07-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires a rototest inspection for fatigue cracking of the vertical support beam at the upper first fastener row of the actuator attachment fitting of the center landing gear (CLG), and follow-on actions. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent fatigue cracking in the vertical support beam that supports the CLG actuator attachment fitting, which could result in reduced structural integrity of the airplane.
2025-02-15: The FAA is superseding Airworthiness Directive (AD) 2017-21- 05, which applied to certain Saab AB Model 340A (SAAB/SF340A) and SAAB 340B airplanes. AD 2017-21-05 required revising the existing maintenance or inspection program, as applicable, to incorporate airworthiness limitations, including new inspection tasks for the drag brace support fitting of the main landing gear (MLG) and tasks related to the corrosion prevention and control program (CPCP). This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2017-21-05 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2015-15-09: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model 4101 airplanes. This AD requires a one-time inspection for damage of the stop arms of the stop plates, an adjustment of the electric trim limit switches, and replacement of the stop plates with newly manufactured stop plates if necessary. This AD was prompted by a report that the pitch trim jammed in the fully down position. We are issuing this AD to detect and correct broken stop arms of the stop plates, which could lead to the pitch trim jamming, loss of control of the elevator trim, and possible reduced control of the airplane.
2015-15-04: We are adopting a new airworthiness directive (AD) for certain Bell Helicopter Textron, Inc. (Bell), Model 204B, 205A, 205A-1, and 212 helicopters. This AD requires removing a certain part-numbered main rotor (M/R) blade grip (grip) from service. This AD is prompted by an error in a parts manufacturer approval (PMA) that incorrectly allows installation of the grips on the Bell Model 212. The actions specified in this AD are intended to prevent grip failure, separation of the M/R blade, and subsequent loss of control of the helicopter.
58-17-04: 58-17-04 PIAGGIO: Applies to All Models P.136-L1 and P.136-L2 Aircraft. Compliance required by December 1, 1958. Several cases have occurred where the water rudder inadvertently dropped into the extended position during water landings. In order to avoid future occurrences, Piaggio & Co. recommends that a hook be incorporated at the water rudder retraction cylinder, which is controllable by the pilot. In addition, the forward section of the water rudder should be cut off, in order to prevent any interference with the retraction of the water rudder because of the accumulation of debris. This modification is considered mandatory by the Registro Aeronautico Italiano. The FAA concurs and considers compliance therewith mandatory. (Piaggio & Co. Change Order No. 36 L-42, dated May 29, 1958, covers the same subject.)