Results
2012-11-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 777 airplanes. This AD was prompted by four reports of retaining cross bolt hardware not fully engaged into the fuse pins of the forward trunnion lower housing of the main landing gear (MLG), which could result in an incorrect MLG emergency landing break-away sequence. This AD requires a detailed inspection of the fuse pin cross bolts and fuse pins of the left and right MLG forward trunnion lower housing to verify that the cross bolts are correctly installed and that there are no missing fuse pins, and replacement of the fuse pins if necessary. We are issuing this AD to prevent an incorrect emergency landing MLG break-away sequence, which could result in puncturing of the wing box and consequent fuel leaks and an airplane fire. Failure of the fuse pins could also result in a possible landing gear collapse causing a runway excursion during take-off or landing.
98-04-18: This amendment adopts a new airworthiness directive (AD) that applies to certain AeroSpace Technologies of Australia (ASTA) Models N22B and N24A airplanes. This action requires revising the FAA-approved airplane flight manual (AFM) to specify procedures that will prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This AD is prompted by results of a review of the requirements for certification of these airplanes in icing conditions, new information on the icing environment, and icing data provided currently to the flight crew. The actions specified by this AD are intended to minimize the potential hazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
73-17-04: 73-17-04 BELL: Amdt. 39-1704. Applies to Bell Model 204B and 205A-1 helicopters certificated in all categories. Compliance required within 5 hours time in service after the effective date of this A.D. for tail rotor grips with 495 or more hours total time in service on the effective date of this A.D., and prior to attaining 500 hours time in service for tail rotor grips with less than 495 hours total time in service on the effective date of this A.D., except that the aircraft may be flown in accordance with FAR 21.197 to a base where the inspections can be performed. To prevent possible failure of the tail rotor grips, P/N 204-011-706 or 204-011-728, as applicable, to preclude corrosion in the retaining threads of the tail rotor grip, and to assure serviceable condition of the tail rotor grip bearings, accomplish the following: (a) Remove the tail rotor hub and blade assembly from the helicopter, remove the blades from the grips, and remove the grips from the hub assembly in accordance with the appropriate model maintenance manual. (b) Remove the tail rotor grip bearings from each yoke spindle and inspect the bearings for roughness or seizure. If the bearings are rough and unserviceable, replace the bearings prior to next flight. (c) Replace the tail rotor grips prior to next flight. (d) Assemble the tail rotor hub and blade assembly as noted in Section VI of Model 204B Maintenance and Overhaul Instruction Manual, or Section III of Model 205A/205A-1 Maintenance and Overhaul Instruction Manual, as applicable. Apply sealant to the inboard end of each grip as specified in Bell Helicopter Co. Service Letter No. 204B-86/205A-68, dated 12 February 1971, or later FAA approved revision, or as specified by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. Balance the assembly as noted in the appropriate model maintenance manual. (e) Install and track the tail rotor hub and blade assembly as noted in Section VI of Model 204B Maintenance and Overhaul Instruction Manual, or Section III of Model 205A/205A- 1 Maintenance and Overhaul Instruction Manual, as applicable. (f) 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Ave., S.W., Washington, D.C. A historical file on this A.D. which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Region Office in Fort Worth, Texas. (Bell Helicopter Company Service Bulletin Nos. 204-05-73-2, Rev. A, and 205-05-73-4, Rev. A, dated July 25, 1973, pertain to this subject.) This supersedes Amendment 39-1470, 37 F.R. 12308, A.D. 72-13-06. This amendment becomes effective August 20, 1973.
88-11-02: 88-11-02 SAAB-FAIRCHILD: Amendment 39-5921. Applies to Model SF-340 series airplanes, listed in SAAB-SCANIA Service Bulletin SF340-33-016, Revision 1, dated April 3, 1987, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent electromagnetic interference with navigation and other systems, and the loss of the wheel brake system, accomplish the following: A. Within 5 days following the effective date of this AD, incorporate the following, as applicable, into the limitations section of the airplane flight manual. This may be accomplished by including a copy of this AD in the airplane flight manual: 1. For airplanes that do not have the fluorescent lighting inverters modified in accordance with SAAB Service Bulletin SF340-33-021, dated June 12, 1987: a. During all flight operations and ground operations with the engines running, deactivate the circuits providing power to the cabin internal overhead and window lights by first switching off these lights, and then opening circuits breakers numbers F24 and F25. b. During operation with the cabin overhead and window lights deactivated, one reading light in each row must be turned on; or for those airplanes so configured, Row B on the flight attendant's panel must be selected "on". 2. For airplanes that have the fluorescent lighting inverters modified in accordance with SAAB Service Bulletin SF340-33-021, dated June 12, 1987: Prior to the first flight of the day, a crew member must inspect the cabin internal overhead and window lights to ensure that all fluorescent lamps are lit. If a lamp is not lit, it must be replaced prior to further flight, or the circuits which power the lamp must be deactivated. B. Modification of the fluorescent lighting inverter assembly, P/N 18- 994, S/N 650- 1992 without blue dot, and inverter assembly P/N 18-966, S/N 1100- 3420 without blue dot, in accordance with SAAB Service Bulletin SF340-33-021, dated June 12, 1987, constitutes terminating action for the requirements of paragraph A.1., above. C. Installation of Modification 1422, as described in SAAB-SCANIA Service Bulletin SF340-33-016, Revision 1, dated April 3, 1987, constitutes terminating action for the requirements of paragraph A. of this AD. D. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. E. 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 modifications required by this AD. All persons affected by this directive who have not alreadyreceived the appropriate service documents from the manufacturer may obtain copies upon request to SAAB-Fairchild, Product Support, S-58188, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This Amendment 39-5921 supersedes AD 85-25-54 R1, Amendment 39-5760 (52 FR 41975; November 2, 1987). This amendment, 39-5921, becomes effective June 3, 1988.
2012-10-11: We are adopting a new airworthiness directive (AD) for all Burkhart GROB Luft- und Raumfahrt GmbH Models GROB G 109 and GROB G 109B powered sailplanes. 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 excessive corrosion on the nose plate in the vertical stabilizer, which could cause the vertical stabilizer nose plate to fail. We are issuing this AD to require actions to address the unsafe condition on these products.
98-04-21: This amendment adopts a new airworthiness directive (AD) that applies to Pilatus Britten-Norman Limited BN-2A, BN-2B, and BN-2T Series airplanes. This action requires revising the FAA-approved Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This AD is prompted by the results of a review of the requirements for certification of these airplanes in icing conditions, new information on the icing environment, and icing data provided currently to the flight crew. The actions specified by this AD are intended to minimize the potential hazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associatedwith such conditions.
2012-11-06: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation Model G-1159, G-1159A, and G-1159B airplanes. This AD requires, for certain airplanes, a measurement to determine the clearance (gap) of the exposed rounded portion of the doubler and clothespin fitting at the wing-to-fuselage attachment, and repair if necessary. This AD also requires, for certain other airplanes, determining if a certain aircraft service change has been incorporated, and for affected airplanes, a measurement to determine the clearance (gap) of the exposed rounded portion of the doubler and clothespin fitting at the wing-to-fuselage attachment, and repair if necessary. This AD was prompted by a report of an improper structural modification that had excessive gaps in the wing-to-fuselage attachment fittings. We are issuing this AD to detect and correct excessive gaps in the wing-to-fuselage attachment fittings, which could result in reduced structural integrity at the wing-to-fuselage attachment and consequent separation of the wing from the airplane.
2010-10-19: We are adopting a new airworthiness directive (AD) for the products listed above that supersedes an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * * * Engineering analysis using the new calculated loads has shown that the structural integrity of the forward engine mount cannot be guaranteed after either thrust link has accumulated 15500 Flight Cycles (FC). * * * * * A loss of structural integrity of the forward engine mounts could lead to the loss of the load path for the forward engine mount and damage to other engine mount structures, which could result in failure of the forward engine mount, possible separation of the engine from the airplane, damage to the wing, or loss of control of the airplane. This AD requires actions that are intended to addressthe unsafe condition described in the MCAI. DATES: This AD becomes effective May 28, 2010. On January 29, 2010 (75 FR 2057, January 14, 2010), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD. We must receive comments on this AD by June 28, 2010.
51-09-01: 51-09-01 PRATT & WHITNEY: Applies to Boeing Model 377 Aircraft Equipped With Wasp Major TSB3-G or B5 Engines Using Antidetonate (Wet Power) for Takeoff. Compliance required as soon as possible but not later than May 1, 1951. A. Each operator of an airplane covered shall select a power which he undertakes to maintain. If that power is less than the corresponding value available during the type certification tests of the airplane, the operating weights of the entire fleet shall be reduced to values such as will enable the airplanes to comply with the transport category performance requirements with the takeoff power selected. Appropriate flight manual revisions shall be made to indicate whatever changes in performance have resulted. B. The power actually developed by each engine shall be measured each time it reaches each of the following stages: (1) Upon installation of overhauled engines in aircraft; (2) At the No. 3 inspection nearest to the midpoint ofthe authorized service time between overhauls; and (3) At the nearest No. 3 inspection or some convenient point near or at, the end of the authorized service time between overhauls. C. The procedures and methods employed in making these power measurements shall be acceptable to the FAA. (1) The frequency of the power measurements should be continued as indicated above until the results obtained on each operator's fleet have been evaluated for the purpose of establishing whether more frequent or less frequent measurements are warranted; (2) Operators not employing line maintenance practices which will reasonable insure the continued availability of the selected power will start this program making more frequent power measurements than indicated above. D. An airplane incorporating an engine which at any of the required power measurements fails to develop the selected power shall not be dispatched unless: (1) The power is restored to the selected value,or (2) The engine is replaced by one developing the selected power, or (3) The operating weights of the individual airplane are reduced as specified in A. E. If, on a fleet-wide basis, the initial powers measured during any individual power measurement are consistently below the selected power, the operator shall: (1) Initiate or improve line maintenance to the extent necessary to give reasonable assurance that the selected power is continuously available, or (2) Make more frequent measurements of power, or (3) Select a lower value of power representative of the initially measured values and reduce operating fleet weights as specified in A. F. Results of the above power checks are to be submitted regularly and promptly to the assigned FAA Field Agents.
2012-10-12: We are superseding an existing airworthiness directive (AD) for all RR RB211-Trent 553-61, 553A2-61, 556-61, 556A2-61, 556B-61, 556B2-61, 560-61, 560A2-61, 768-60, 772-60, 772B-60, 875-17, 877-17, 884-17, 884B-17, 892-17, 892B-17, and 895-17 turbofan engines. That AD currently requires inspecting the intermediate-pressure (IP) compressor rotor shaft rear balance land for cracks. This new AD continues to require initial inspections, adds additional inspections, and a mandatory terminating action. This AD was prompted by additional cracking on RB211-Trent 700 and RB211-Trent 800 IP compressor rotor shafts found since the existing AD was issued. We are issuing this AD to detect cracking on the IP compressor rotor rear balance land. IP compressor rotor rear balance land cracking can lead to uncontained failure of the rotor and damage to the airplane.