Results
2013-17-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 and -300 series airplanes; Model A340-200 and - 300 series airplanes; and Model A340-541 and -642 airplanes. This final rule was prompted by reports of wing tip brakes (WTBs) losing their braking function in service due to heavy wear on the brake discs. WTBs are designed to stop and hold the mechanical transmission of slats and flaps in certain failure cases. This final rule requires repetitive operational tests of certain WTB pressure-off-brakes (POBs) for performance on the flap and slat systems, and replacement of any affected WTB with a new or serviceable part if the test fails. This final rule also requires eventual replacement of all affected WTBs with a new part, which terminates the repetitive tests. We are issuing this final rule to prevent loss of the WTB braking function, and consequent inability of the flap or slat system to be stopped and held in [[Page 53636]] position during operation, which could result in loss of control of the airplane.
2004-20-14: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A300 B4 series airplanes and all Airbus Model A300-600 series airplanes. That AD currently requires a one-time high frequency eddy current inspection to detect cracking of the splice fitting at fuselage frame (FR) 47 between stringers 24 and 25; and corrective actions if necessary. This amendment requires new repetitive inspections of an expanded area and adds airplanes to the applicability in the existing AD. The actions specified by this AD are intended to detect and correct cracking of the splice fitting at fuselage FR 47, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
77-21-07: 77-21-07 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-3061. Applies to Model BO-105A and BO-105C helicopters, Serial Number V4 through V10, and S1 through S160, certificated in all categories. Compliance required within the next 600 hours time in service after the effective date of this AD, unless already accomplished. Remove socket connections 1 VED and 1 VEE from main relay box, remove plugs 110 VVa and 210 VVa together with associated receptacles and wiring bundles, and install generator wiring assembly, in accordance with subparagraph 2B of MBB Service Bulletin No. 90-11 dated April 17, 1975, or an FAA-approved equivalent. This amendment becomes effective November 14, 1977.
2022-19-13: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters. This AD was prompted by the identification of certain parts needing maintenance actions, including life limits and maintenance tasks. This AD requires incorporating into existing maintenance records requirements (airworthiness limitations), as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2022-20-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-251N, -253N, and -271N airplanes; and Model A321-251N, -253N, -271N, and -272N airplanes. This AD was prompted by the failure of an electronic centralized aircraft monitor (ECAM) warning to be triggered during heating of several sensing elements of the over-heat detection system (OHDS) loop sequentially during flight test operation procedures. This AD requires revising the existing airplane flight manual (AFM) with an AFM Temporary Revision (TR) to provide procedures to operate the airplane without functioning bleed leak detection; revising the operator's existing FAA-approved minimum equipment list (MEL); and modifying the electrical connections of the bleed monitoring computers (BMCs), which allows for the removal of the AFM TR and the MEL revision; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2022-19-01: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-2B67/P model turbofan engines. This AD was prompted by the detection of an iron inclusion in a forging, which may reduce the fatigue life of certain low-pressure turbine rotor (LPTR) stage 4 disks and LPTR stage 6 disks. This AD requires the removal of certain LPTR stage 4 disks and LPTR stage 6 disks from service and replacement with parts eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
2004-20-11: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A300 B2 and B4 series airplanes; and certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes; and Model C4-605R Variant F airplanes (collectively called A300-600). This AD requires an inspection of the skin panels of the wing slats for damage and certain repairs, and applicable related investigative/corrective actions if necessary. This AD is prompted by the results of an engineering evaluation that revealed that several repairs and some allowable damage limits specified in the structural repair manuals do not provide adequate static and/or fatigue strength for repaired wing slats. We are issuing this AD to find and fix previously done repairs of the wing slats that have inadequate static and/or fatigue strength, which, if not corrected, could result in loss of the slats and consequent reduced controllability of the airplane.
2013-16-22: We are adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 170 and ERJ 190 airplanes. This AD was prompted by reports of chafing between the auxiliary power unit (APU) electronic starter controller (ESC) power cables and the airplane tail cone firewall. This AD requires a detailed inspection for damage to the insulation and inner conductors of the APU ESC power cables, installing a new grommet support in the tail cone firewall, and corrective actions if necessary. We are issuing this AD to detect and correct damage to the APU ESC power cable harness, which if not corrected, could result in reduced structural integrity of the fuselage and empennage in the event of fire penetration through the firewall.
2013-14-08: We are adopting a new airworthiness directive (AD) for all Austro Engine GmbH model E4 engines. This AD requires removing from service certain part number waste gate controllers. This AD was prompted by several reports of power loss events due to fracture of the waste gate controller lever. We are issuing this AD to prevent engine power loss or in-flight shutdown, which could result in loss of control and damage to the airplane.
2022-19-08: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model SA341G and SA342J helicopters. This AD was prompted by a report of manufacturing defects on multiple tail rotor blades (TRBs). This AD requires visually inspecting certain part- numbered TRBs for the presence of a linear indication; and depending on the inspection results, fluorescent penetrant inspecting the TRB and further corrective actions if necessary. This AD also prohibits installing an affected TRB unless certain requirements have been met, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
96-23-19: This amendment adopts a new airworthiness directive (AD) that applies to certain Air Tractor, Inc. (Air Tractor) Models AT-300, AT-400, and AT-500 series airplanes. This AD requires installing both a new flap actuator overtravel stop and a roll pin through the overtravel stop and jack screw. This AD results from incidents where the flap actuator overtravel stop nut disengaged from the jack screw. The flap pushrod pressed against the aileron pushrod, which caused difficulty in moving the ailerons. The actions specified by this AD are intended to prevent interference between the flap pushrod and the aileron pushrod caused by the flap actuator overtravel nut disengaging, which could result in loss of aileron control.
90-20-06: 90-20-06 BOEING: Amendment 39-6748. Docket No. 90-NM-89-AD. \n\n\tApplicability: Model 757 series airplanes, equipped with Arkwin Industries Incorporated part number (P/N) 1211233-005 ram air turbine deployment actuators with serial numbers 213 through 285, certificated in any category. \n\n\tCompliance: Required within the next 3,000 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent loss of hydraulic power due to failure of the ram air turbine to deploy in the event of dual engine failure, accomplish the following: \n\n\tA.\tReplace the ram air turbine deployment actuator in accordance with Arkwin Industries Incorporated Service Bulletin 1211233-29-02, dated July 25, 1989. \n\n\tB.\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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tC.\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 documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6748, AD 90-20-06) becomes effective on October 29, 1990.
2004-20-15: This amendment supersedes an existing airworthiness directive (AD), applicable to all Dornier Model 328-100 series airplanes, that currently requires certain revisions to the airplane flight manual, replacement of certain de-icing boots in the air intake duct assemblies of the engine with re-designed units, repetitive inspections of the boots to find discrepancies, and corrective action if necessary. This amendment also requires modification of the engine air inlet de-icing system. This action extends the repetitive inspection interval required by the existing AD, and adds repetitive debonding/delamination and leakage inspections of the de-icing boots, and corrective action if necessary. Initiation of the extended repetitive inspections and new repetitive inspections ends the repetitive inspections required by the existing AD. The actions specified by this AD are intended to prevent engine malfunction due to failure of the engine air inlet de-icing system, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2022-18-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-841 and -941 airplanes. This AD was prompted by a report of erroneous electronic centralized airplane monitoring (ECAM) warnings for low engine oil pressure, which can lead to a commanded shutdown of an engine. This AD requires installing serviceable engine electronic control (EEC) software or EEC units having the serviceable software, limiting certain parts installation configurations, and prior or concurrent modification of EEC software, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
90-16-05: 90-16-05 MCDONNELL DOUGLAS: Amendment 39-6614. Docket No. 89-NM-196-AD. \n\n\tApplicability: Model DC-8 series airplanes, as listed in McDonnell Douglas Report No. MDC K1579, Revision A, dated March 1, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tWithin one repetitive inspection interval specified in the service bulletins listed in Table 2.1 of "DC-8 Aging Aircraft Service Action Requirements Document", McDonnell Douglas Report MDC K1579, Revision A, dated March 1, 1990 (hereinafter referred to as "The Document") after the effective date of this AD, or at the inspection threshold specified in McDonnell Douglas Report No. MDC K1579, Revision A, dated March 1, 1990, whichever is later (unless currently being accomplished), begin performing inspections for cracks in accordance with the service bulletins listed in Table 2.1 of The Document. Repeat these inspections at intervals specified in the applicable service bulletins listed in Table 2.1 of The Document. \n\n\t\t1.\tIf cracks are found during any inspection, prior to further flight, either accomplish the terminating modification in accordance with the applicable service bulletin, or repair in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: Detection of discrepancies other than cracking necessitates appropriate corrective action in accordance with the provisions of Part 43 of the Federal Aviation Regulations (FAR). \n\n\t\t2.\tModification in accordance with paragraph B. of this AD terminates individual inspection requirements of the applicable service bulletin. \n\n\tB.\tExcept as provided below, prior to reaching the incorporation thresholds listed in The Document or within 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications in accordance withthe service bulletins listed in The Document. Modifications whose time for accomplishment is specified in The Document by a calendar date must be accomplished by that date in lieu of the 4 years specified in this paragraph. \n\n\tNOTE: The modification required by this paragraph does not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action for the inspection requirements. \n\n\tC.\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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 tooperate airplanes to a base in order to comply with the requirements of this AD. \n\n\tThe inspections and modifications shall be done in accordance with "DC-8 Aging Aircraft Service Action Requirements Document," McDonnell Douglas Report MDC K1579, Revision A, dated March 1, 1990, which incorporates the following list of effective pages: \n\n\nPage Number\t\t\nRevision\nDate \ni\t \n A\t\nMarch 1, 1990 \nii\t\nOriginal\t\nSeptember 12, 1989 \niii - vii\t \t\nA\nMarch 1, 1990 \n1 - 4\t\nOriginal\t\nSeptember 12, 1989 \n5 - 12\t \t\n A\nMarch 1, 1990 \n13\t\nOriginal\t\nSeptember 12, 1989 \n14 - 18\t \t\n A\nMarch 1, 1990 \n19\t \n Original\t\nSeptember 12, 1989 \n20 - 21\t \n A\t\nMarch 1, 1990 \n\t\t\t\t\nThis 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846-0001, Attention: Director, Publication and Training, C1-750 (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6614, AD 90-16-05) becomes effective on September 10, 1990.
91-10-01: 91-10-01 COLLINS: Amendment 39-8002. Docket No. 91-CE-42-AD. \n\n\tApplicability: All aircraft equipped with the Traffic Alert and Collision Avoidance (TCAS) II (or 94) systems that are installed in, but not limited to, the following aircraft, certificated in any category: Boeing 727, 727C, 727-100/100C/200/200F airplanes; Boeing 747-100, 200, SR, SP airplanes; McDonnell Douglas DC9-81/82/83/87 and MD-88 airplanes; Aerospatialle ATR42-200/300 airplanes; Lockheed L1011-385-1 airplanes; DeHavilland DHC-7 airplanes; Saab SF340A/B airplanes; and Shorts Brothers SD3-60 airplanes. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent altitude deviations, which could result in unnecessary pilot/controller communication and controller distraction, accomplish the following: \n\n\t(a)\tWithin the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished (priority letter AD 91-10-01), accomplish the following: \n\n\t\t(1)\tPull and band the circuit breaker that applies electrical power to the TCAS II (or 94) system. \n\n\t\t(2)\tFabricate a placard with the following words in 1/8 inch high letters: "TCAS II Inoperative" or "TCAS 94 Inoperative" as appropriate. Install this placard adjacent to the TCAS control unit within the pilot's clear view and operate the aircraft accordingly. \n\n\t(b)\tReactivation of the TCAS II (or 94) system must be accomplished after modification of the Collins TTR-920 Computer in accordance with Collins Service Bulletin (SB) C, dated April 24, 1991, or No. 7, dated April 4, 1991, whichever is applicable, or Collins SB C, Revision 1, or SB No. 7, Revision 1, both dated May 20, 1991, whichever is applicable. This reactivation must be accomplished in accordance with a schedule acceptable to the administrator. \n\n\t(c)\tWithin the next 30 days after the effective date of this AD, unless already accomplished (priority letter AD 91-10-01), the airlines operating the aircraft affectedby this AD must submit to the FAA for approval, a schedule for reactivation of the TCAS II (or 94) system. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. \n\n\t(f)\tThe modification required by this AD shall be done in accordance with Collins Service Bulletin (SB) C, dated April 24, 1991, or Collins SB No. 7, dated April 4, 1991, whichever is applicable; or whichever of the following two revised service bulletins that is applicable: SB C, Revision 1, which incorporates the following pages: \n\n\nPages\nIssue Level\nDate\n4 and 5\nRevision 1\nMay 20, 1991\n1, 2, 3 and 6\nOriginal\nApril 24, 1991\n\nor Collins SB No. 7, Revision 1, which incorporates the following pages:\n\n\nPages\nIssue Level\nDate\n1, 4 and 8\nRevision 1\nMay 20, 1991\n2, 3, 5, 6, 7, and 9 through 34\nOriginal\nApril 4, 1991 \n\nThis 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 Rockwell International, Avionics Group, 400 Collins Road, NE; Cedar Rapids, Iowa 52498. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. \n\n\t(g)\tThis amendment (39-8002) supersedes Priority Letter AD 91-10-01. \n\n\t(h)\tThis amendment (39-8002, AD 91-10-01) becomes effective on March 10, 1992.
99-25-03: This amendment supersedes two airworthiness directives (ADs) that apply to International Aero Engines AG (IAE) V2500-A1 series turbofan engines. The first superseded AD, AD 98-20-18, currently requires removal from service of affected high pressure turbine (HPT) disks, identified by part number and serial number in the applicability paragraph of that AD, and replacement with a serviceable part. The second superseded AD, AD 99-05-05, requires initial and repetitive inspections of certain HPT stage 1 and stage 2 disks utilizing an improved ultrasonic method when the disks are exposed during a normal shop visit, and if a subsurface anomaly is found, removal from service and replacement with a serviceable part. This supersedure requires the initial inspection mandated by AD 99-05-05 to be completed at the next shop visit regardless of the planned maintenance or the reason for shop removal. The repetitive inspection interval is redefined to eliminate the cyclic limit and thusbe less restrictive. This superseding action is prompted by results from investigations subsequent to the publication of AD 98-20-18 that have revealed that the HPT disks affected by that AD are part of the population addressed by AD 99-05-05. These HPT disks can be safely reintroduced into service after completing the initial inspection requirements mandated by this proposed AD. This supersedure is also prompted by further analysis that indicates a reduction in risk if the initial inspection required by AD 99-05-05 is completed sooner and the subsequent required inspections can be redefined to eliminate the cyclic limit, thereby creating less burden on operators. The actions specified by this AD are intended to prevent HPT disk fracture, which could result in an uncontained engine failure and damage to the airplane.
92-14-04: 92-14-04 FOKKER: Amendment 39-8286. Docket No. 91-NM-211-AD. Applicability: Model F-28 Mark 0100 series airplanes; serial numbers 11244, 11245, 11250 through 11256, inclusive, and 11268 through 11273, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural capability of the vertical stabilizer, accomplish the following: (a) For airplanes having serial numbers 11244, and 11250 through 11256, inclusive: Prior to the accumulation of 6,500 landings, or within 60 days after the effective date of this AD, whichever occurs later, disassemble the vertical stabilizer in accordance with Part 1, Steps A. through C., of Fokker Service Bulletin SBF100-55-011, dated October 1, 1991. (1) For airplanes that have accumulated 3,000 or fewer landings at the time the airplane is disassembled to comply with paragraph (a) of this AD, modify the vertical stabilizer, in accordance with Part 1, Steps E. through G., of the service bulletin. (2) For airplanes that have accumulated more than 3,000 landings at the time the airplane is disassembled to comply with paragraph (a) of this AD, inspect the rivet holes for cracks, in accordance with Part 1, Step D., of the service bulletin. (i) If no cracks are found, or if cracks are found that are less than 0.8 mm in length, modify the vertical stabilizer, in accordance with Part 1, Steps E. through G., of the service bulletin. (ii) If any crack is found that is 0.8 mm or longer, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) For airplanes having serial numbers 11245, and 11268 through 11273, inclusive: Prior to the accumulation of 6,500 landings, or within 60 days after the effective date of this AD, whichever occurs later, disassemble the vertical stabilizer in accordance with Part 2, Steps A. through C., of Fokker Service Bulletin SBF100-55-011, dated October 1, 1991. (1) For airplanes that have accumulated 3,000 or fewer landings at the time the airplane is disassembled to comply with paragraph (b) of this AD, modify the vertical stabilizer, in accordance with Part 2, Steps E. through G., of the service bulletin. (2) For airplanes that have accumulated more than 3,000 landings at the time the airplane is disassembled to comply with paragraph (b) of this AD, inspect the rivet holes for cracks, in accordance with Part 2, Step D., of the service bulletin. (i) If no cracks are found, or if cracks are found that are less than 0.8 mm in length, modify the vertical stabilizer, in accordance with Part 2, Steps E. through G., of the service bulletin. (ii) If any crack is found that is 0.8 mm or longer, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) 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. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspections and modifications shall be done in accordance with Fokker Service Bulletin SBF100-55-011, dated October 1, 1991. 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 SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (f) This amendment becomes effective on August 18, 1992.
2022-19-12: The FAA is superseding Airworthiness Directive (AD) 2021-19- 08, which applied to certain Robinson Helicopter Company (Robinson) Model R44 and R44 II helicopters. AD 2021-19-08 required checking each tail rotor blade (blade) for any crack and removing any cracked blade from service. AD 2021-19-08 also required removing all affected blades from service and prohibited installing any affected blade on any helicopter. Since the FAA issued AD 2021-19-08, it was determined that an additional model helicopter and additional blades are affected by the unsafe condition. This AD requires the same actions as AD 2021-19- 08 and adds certain Robinson Model R66 helicopters to the applicability and adds additional part-numbered and serial-numbered blades to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2013-16-01: We are adopting a new airworthiness directive (AD) for certain Beechcraft Corporation (type certificate previously held by Hawker Beechcraft Corporation) Models 58, 95-C55, E55, and 56TC airplanes; and Hawker Beechcraft Corporation Models 58P and 58TC airplanes (both type certificates previously held by Raytheon Aircraft Company). This AD was prompted by reports of elevator balance weights becoming loose or failing because the balance weight material was under strength and did not meet material specifications. This AD requires inspections of elevator balance weights and replacement of defective elevator balance weights. We are issuing this AD to correct the unsafe condition on these products.
77-17-13: 77-17-13 CANADAIR: Amendment 39-3023. Applies to Canadair Model CL-215 aircraft, S/Ns 1001 through 1030, certificated in all categories. Compliance required prior to issuance of a U.S. airworthiness certificate, unless already accomplished. To preclude inadvertent opening of the nose landing gear doors when electric power to the nose gear selector valve is interrupted with the landing gear in the "UP" position, accomplish the following: (a) Incorporate the alteration outlined in Canadair Service Bulletin CL-215-176, dated September 5, 1973, or an equivalent alteration. (b) Alter the nose landing gear hydraulic system in accordance with the modifications described in Canadair Service Bulletin CL-2l5-200, dated August 5, 1975, or an equivalent method. (c) Equivalent alterations or methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch FAA Eastern Region. This amendment is effective August 30, 1977.
2004-20-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-200B, -200C, -200F, -300, -400, -400D, and -400F series airplanes; and Model 747SP series airplanes, that requires repetitive functional tests of the auxiliary power unit (APU) and engine fire shutoff switches and repetitive replacements of the APU and engine fire shutoff switches. The AD also provides an optional terminating action for the repetitive functional tests and replacements. This action is necessary to prevent mineral build-up on the APU and engine fire shutoff switches, which could lead to failure of the switches to discharge fire suppressant in the affected area and could result in an uncontrolled fire that could spread to the strut, wing, or aft body of the airplane. This action is intended to address the identified unsafe condition.
96-23-10: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney (PW) JT3D series turbofan engines, that requires inspection of steel high pressure compressor (HPC) disks for corrosion, recoating or replating those disks, or replacing those disks as necessary. This amendment is prompted by reports of a failure of a PW JT8D steel HPC disk, which is similar in design to the PW JT3D steel HPC disks. The actions specified by this AD are intended to prevent steel HPC disk failure due to corrosion, which could result in an uncontained engine failure and damage to the aircraft.
90-08-14: 90-08-14 BEECH: Amendment 39-6563. Docket No. 89-CE-26-AD. Applicability: The following airplanes certificated in any category. MODELS SERIAL NUMBERS 95, B95, B95A, D95A, E95 TD-1 through TD-721 95-55, 95-A55, 95-B55 and 95-B55A TC-1 through TC-2456, except TC-350 95-C55, 95-C55A, D55, D55A, E55 and E55A TC-350 and TE-1 through TE-1201 95-B55B (T42A) TF-1 through TF-70 56TC, A56TC TG-1 through TG-94 58, 58A TH-1 through TH-1475 Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent cracks in the wing forward spar carry-through web structure from propagating to lengths that could compromise the integrity of the wing attachment to the fuselage, accomplish the following: (a) Within the next 100 hours time-in-service (TIS), after the effective date of this AD, or upon the accumulation of 1,500 hours total TIS, whichever occurs later, and thereafter at the intervals specified below,inspect the wing forward spar carry-through web structure in accordance with the instructions in Beech Service Bulletin (SB) No. 2269, Revision 1, dated March 1990. (1) If no cracks are found, repeat the inspection at 500 hour TIS intervals thereafter. (2) For cracks in the bend radius: (i) If the crack length is less than 2.25 inches, prior to further flight stop drill the crack in accordance with the instructions in Beech SB No. 2269, Revision 1, and reinspect for crack progression every 200 hours TIS thereafter. Only one stop drilled crack for the left side and one stop drilled crack for the right side of the web structure are permissible. (ii) If the crack length is greater than 2.25 inches but less than 4.0 inches, prior to further flight stop drill the crack in accordance with the instructions in Beech SB No. 2269, Revision 1, and within the next 100 hours TIS, repair the web structure with the applicable Beech Part Number (P/N) 58-4008 kit as specifiedin the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (iii) If the crack length is greater than 4.0 inches, prior to further flight repair the web structure with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft CertificationOffice at the address below for disposition. (3) For cracks in the web face, in the area of the huckbolt fasteners: (i) If the crack length is less than 1.0 inch, reinspect for crack progression every 100 hours TIS thereafter. Only one crack for the left side and one crack for the right side are permissible, provided neither crack exceeds 1.0 inch in length. NOTE 1: Do not stop drill these cracks due to the possibility of damaging the structure behind the web face. (ii) If any crack length is greater than 1.0 inch, or a crack is connecting two fastener holes, within the next 25 hours TIS, repair the web face with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in thesesubsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (iii) If any crack passes through two fastener holes and extends beyond the holes for more than 0.5 inch, prior to further flight repair the web face with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. (4) If cracks are found on the same side of the airplane in both the forward and aft web face, or the bend radii, and any of the cracks are more than 1.0 inch long, prior to further flight repair the webstructure with the applicable Beech P/N 58-4008 kit as specified in the above SB. After installation of the applicable Beech P/N 58-4008 kit, dye-penetrant inspect this area for cracks within the next 1,500 hours TIS from the time of installation of the applicable kit, and reinspect for cracks at 500 hours TIS intervals thereafter. If cracks are detected in these subsequent inspections, prior to further flight, contact the Wichita Aircraft Certification Office at the address below for disposition. NOTE 2: If a fuselage skin crack is discovered around the opening for the lower forward carry-through fitting, an external doubler may be required. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) 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, Wichita Aircraft Certification Office, FAA, Room100, 1801 Airport Road, Wichita, Kansas 67209. NOTE 3: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6563, AD 90-08-14) becomes effective on May 7, 1990.
2022-19-11: The FAA is adopting a new airworthiness directive (AD) for certain Costruzioni Aeronautiche Tecnam S.P.A. (Tecnam) Model P2006T airplanes. 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. This AD requires performing a detailed visual inspection (DVI) of the aileron control assembly, repairing the aileron control assembly if any crack or damage (including missing paint, nicks, or scrapes) is found, measuring the length of the screws installed on the ceiling cover panel, and replacing the screws if found to be of excessive length. The FAA is issuing this AD to address the unsafe condition on these products.