Results
97-22-01: This amendment adopts a new airworthiness directive that applies to Pilatus Britten-Norman Ltd. (Pilatus Britten-Norman) BN-2A, BN-2B, and BN-2T series airplanes. This AD requires repetitively inspecting the junction of the torque link lug and upper case of the main landing gear (MLG) torque link assemblies for cracks, and replacing any MLG torque link assembly with a Modification A39 MLG torque link assembly, either immediately when cracks are found or after a certain period of time if cracks are not found. Replacing all MLG torque link assemblies with Modification A39 MLG torque link assemblies eliminates the need for the repetitive inspections. These repetitive inspections are currently required by AD 86-07-02 for the BN-2A, BN-2B, and BN-2T series airplanes, as well as the BN2A MK. 111 series airplanes. There are no improved design parts for the BN2A MK. 111 series airplanes. The Federal Aviation Administration (FAA) is issuing in a separate action a revision to AD 86-07-02 to retain the repetitive inspection and replacement (if necessary) requirements for the BN2A MK. 111 series airplanes. The actions specified in this AD are intended to prevent failure of the main landing gear caused by cracks in the torque link area, which could lead to loss of control of the airplane during landing operations.
97-21-15: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Avro 146-RJ series airplanes, that requires a modification of the electrical system in the equipment bay area by replacing certain cables, clamps, and fairleads with new components. This amendment is prompted by a report indicating that the incorrect size of electrical cables were used in the generator feeder circuit to certain busbars from the generator contactors. As a result, the electrical cables are not compatible with generator rating requirements and can overheat. The actions specified by this AD are intended to prevent possible overheating of electrical generator feeder cables and consequent damage, which could lead to possible fire or the loss of essential electrical systems.
2005-20-24: The FAA adopts a new airworthiness directive (AD) for certain SOCATA--Groupe AEROSPATIALE (SOCATA) Model TBM 700 airplanes. This AD requires you to inspect the fuselage skin in the VHF1 antenna mounting area for cracks and loose rivets. This AD also requires you to modify the area if you find cracks or loose rivets. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. We are issuing this AD to detect and correct cracks in the fuselage skin, which could result in loss of aircraft pressurization. Loss of aircraft pressurization could lead to flight crew incapacitation.
2016-22-14: Hydraulic tube
2001-26-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747-200, 747-300, and 747SR series airplanes powered by General Electric CF6-45/50 or Pratt & Whitney JT9D-70 series engines, that currently requires a detailed visual inspection of the outboard diagonal brace for heat damage and cracking; and follow-on repetitive inspections and corrective actions, if necessary. This amendment requires accomplishment of the previously optional replacement of any existing sealant with heat-resistant sealant as terminating action for the repetitive inspections required by this AD. This amendment is prompted by reports of heat damage to the forward end of the diagonal brace after accomplishment of a previous strut and wing modification. The actions specified by this AD are intended to prevent heat damage to the diagonal brace, which could cause cracking, fracture, and possible loss of the diagonal brace load path and consequent separation of the strut and engine from the airplane.
97-21-13: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model 382 series airplanes, that requires revising the Airplane Flight Manual (AFM) to prohibit the positioning of the power levers below the flight idle stop, and to provide a statement of the consequences of positioning the power levers below the flight idle stop. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the propeller beta was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
83-04-06: 83-04-06 BRITISH AEROSPACE, AIRCRAFT GROUP, SCOTTISH DIVISION: Amendment 39-4574. Applies to Model B.121 series airplanes (all serial numbers) certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the engine mounting structure, within the next 100 hours time-in- service after the effective date of this AD or upon accumulating 1000 hours time-in-service, whichever occurs later, and thereafter at intervals not to exceed 50 hours time-in-service from the last inspection, accomplish the following: (a) Visually inspect the engine mounting structure for cracks in accordance with the "Action" Section of British Aerospace, Aircraft Group, Scottish Division, Service Bulletin Number B121/81, Issue 2, dated December 3, 1980, or an FAA approved equivalent. (b) If a crack is found in the engine mounting structure, prior to further flight, repair or replace the engine mount in accordance with instructions providedby British Aerospace, Dulles International Airport, Washington, D.C., phone 703-435-9100, and approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. (c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (d) 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. (e) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (f) 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 March 7, 1983.
86-23-52 R2: 86-23-52 R2 LOCKHEED CALIFORNIA COMPANY: Amendment 39-5605. Applies to Model L-1011-385 series airplanes certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent wing rear spar failure due to fatigue cracking, accomplish the following: A. Within 40 landings after the effective date of this AD, or prior to accumulation of 6,000 landings, whichever occurs later, unless already accomplished within the last 260 landings, and thereafter at intervals not to exceed 300 landings, inspect the wing rear spar in accordance with the ultrasonic inspection procedures specified in Section 2, Accomplishment Instructions of Lockheed Service Bulletin 093-57-A181, Revision 3, dated December 11, 1986, or later FAA- approved revision. Ultrasonic inspections accomplished in accordance with Lockheed Service Bulletin 093-57-A181, Revision 1, dated November 20, 1986, or Revision 2, dated November 26, 1986, prior to receipt of telegraphic AD T86-23-52 R1, satisfies the initial ultrasonic inspection requirements of this paragraph. B. If a crack is found, repair before further flight in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. C. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to Lockheed-California Company, P. O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective May 1, 1987, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T86-23-52-R1, issued December 18, 1986.
2005-17-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A321 series airplanes. This AD requires repetitive measurements for correct control rod gap of the hold-open mechanism of all emergency doors, and corrective actions if necessary. This AD also requires replacing the control rods with new, improved control rods, which would terminate the repetitive measurements. This AD results from a report that an operator found it impossible to lock emergency doors 2 and 3 in the open position. We are issuing this AD to prevent failure of the emergency doors to lock in the open position, which could interfere with passenger evacuation during an emergency.
97-19-18: This amendment supersedes an existing airworthiness directive (AD), applicable to AlliedSignal Inc. (formerly AiResearch and Garrett) TSCP700-4B and -5 Series Auxiliary Power Units (APUs), that currently requires restretching the first stage low pressure compressor (LPC) tie rods, or replacing affected disks at or before 8,000 cycles since new (CSN). This amendment requires removing from service affected disks, replacing them with serviceable parts, and establishing a life limit of 8,000 CSN for affected disks. This amendment is prompted by a report of a first stage LPC disk rim separation due to low cycle fatigue on an APU that had its tie rods restretched in accordance with the current AD. The actions specified by this AD are intended to prevent first stage LPC disk rim separation due to low cycle fatigue, which could result in an uncontained APU failure and damage to the aircraft.