Results
2008-06-17: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Some operators have reported occurrences where the rear stick- pusher cable clamp shifted forward on the elevator cable. This condition, if not corrected, may reduce the effectiveness of the stick-pusher and/or limit elevator control movement. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2005-01-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A310 series airplanes. This AD requires modifying the wire routing of electrical harness 636VB in the right-hand wing. This AD is prompted by the manufacturer's analysis for compliance with Special Federal Aviation Regulation No. 88, which has shown that wiring 2M of the 115V anti-collision white strobe lights and wiring 2S of the fuel quantity indication system (FQIS) should be rerouted into separate conduits. We are issuing this AD to prevent chafing damage to wiring 2M and 2S, which could result in a short circuit and consequently introduce an electrical current into the wiring of the FQIS and create an ignition source in the fuel tank.
2008-06-13: We are superseding an existing airworthiness directive (AD) for the products listed above. 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: On 23 November 2006, Emergency Airworthiness Directive (EAD) Nr. (number) 2006-0351-E was published requiring an inspection to be performed on C-212 aeroplanes having been used for Maritime Patrol or other similar low altitude operations, due to the fact that, after initial examination of the evidences of a recent C-212 Maritime Patrol aircraft accident, cracks had been found in the centre wing lower skin at STA Y=1030. At the time of the accident, the aircraft had accumulated 17,000 flight hours and 7,300 flight cycles. The cracks were suspected to be caused by fatigue. A more detailed examination in the laboratory, led to think that the initiation of the fatigue cracks was produced by fretting, and EAD 2006-0365-E, superseding EAD 2006-0351-E, was published on 4 December 2006 to address the new situation. Further examination in the laboratory has allowed to establish that crack initiation was due to fatigue and the fretting was posterior. * * * * * * * The above mentioned cracks, if not timely detected, could lead to reduced structural integrity of the aircraft.* * * * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective April 17, 2008. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of April 17, 2008. The Director of the Federal Register approved the incorporation by reference of EADS-CASA All Operator Letter 212-018, Revision 1, dated December 1, 2006, listed in this AD as of March 14, 2007 (72 FR 8610, February 27, 2007).
2001-15-18: This amendment adopts a new airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) JT8D series turbofan engines. This amendment requires removing certain 2nd stage compressor disks, specified by part number (P/N) and serial number (SN), from service. This amendment is prompted by a report from PW of a number of JT8D engine 2nd stage compressor disks that were delivered to the field with potential machining damage to the tie rod, counterweight, and pin holes. The actions specified by this AD are intended to prevent rupture of the 2nd stage compressor disk caused by machining damage, which could result in an uncontained engine failure and damage to the airplane.
2020-12-03: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG Trent XWB-97 model turbofan engines. This AD requires updating electronic engine control (EEC) software. This AD was prompted by the manufacturer's finding that a P30 (air pressure) sense line could become partially blocked with a mixture of ice and water, which would cause a time-lag in the P30 signal, interfering with the fuel flow limit calculations. The FAA is issuing this AD to address the unsafe condition on these products.
2005-01-10: The FAA adopts a new airworthiness directive (AD) that supersedes Airworthiness Directive (AD) 74-06-01, which applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-23-235, PA-23-250, and PA-E23-250 airplanes equipped with Garrett Aviation Services (Garrett) (formerly AiResearch) turbosuperchargers installed under supplemental type certificate (STC) SA852WE, SA909WE, or SA978WE; or installed under Piper Aircraft Drawing Number 32016. AD 74-06-01 currently requires you to replace turbosupercharger oil tanks, install fire shrouds, seal all openings in the fire shrouds, and add drainage provisions in the oil tank fairings for airplane serial numbers 27-1 through 27-2504; and add drainage provisions in the air scoops on serial numbers 27-2505 and higher. This AD requires you to replace the oil reservoir and related hoses with a fireproof oil tank and fire-shielded hoses. This AD results from a report of a fatal accident related to the breakdown of the turbocharger oilreservoir following a fire in the engine nacelle. We are issuing this AD to prevent turbosupercharger oil reservoirs with inadequate fire resistance from failing when exposed to flame or exhaust gases. This failure could lead to an in-flight fire within the nacelle area penetrating the firewall and subsequent failure of the wing spar.
95-01-02: This amendment supersedes three existing airworthiness directives (AD), applicable to Hartzell Model HC-B4TN-5(D,G,J)L/LT10282(B,K)-5.3R and HC-B4TN-5(D,G,J)L/LT10282N(B,K)-5.3R propellers installed on Mitsubishi MU-2 series aircraft. These AD's currently require replacement of existing LT10282(B,K)-5.3R propeller blades with LT10282N(B,K)-5.3R improved "N" configuration propeller blades, and repetitive inspection and rework when required of the inner hub arm bore. This amendment requires new repair limits, shot peening procedures, and retirement at 10,000 hours time in service for the "N" configuration blades. Additionally, this action requires replacement of existing propeller hubs with new improved fatigue strength steel hubs and requires inspection, and specified rework as necessary, of the new steel hubs at a repetitive interval of 3,000 hours time in service. This amendment is prompted by a determination that the current hub design and blade repair limits do not adequately protect against initiation of fatigue cracks in the propeller hub arm bore and do not prevent the resonant speed of the propeller from shifting into the permitted ground idle operating range. The actions specified by this AD are intended to prevent initiation of fatigue cracks in propeller assemblies and subsequent progression to propeller failure, with departure of the blade, or hub arm and blade, that may result in loss of aircraft control.
95-01-07: This amendment supersedes Airworthiness Directive (AD) 83-12-01, which currently requires repetitively inspecting the lower wing skin panel for cracks on certain Fairchild Aircraft Models SA227-AC and SA227-AT airplanes, and installing wing skin reinforcement doublers if any wing skin crack is found. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate, or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This action requires installing wing skin reinforcement doublers or wing skin stringer ties as terminating action for the repetitive inspections that are currently required by AD 83-12-01. The actions specified by this AD are intended to prevent fatigue failure of the lower wing skin panels, which could result in loss of control of the airplane.
2008-06-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Defective burner hoses have been identified which might develop a leak. A significant leak, if it was ignited, could hazard the balloon and occupants. Since the issue of AD G-2003-0010 there have been occurrences of hose failure in batches not identified in the earlier bulletins. LHAB Service Bulletin (SB) No 11 supersedes the earlier SBs and revises the applicability as required. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2001-15-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires performing a general visual inspection of the outer handle flap mechanisms of the passenger doors for the presence of corrosion inhibitor and for correct operation; cleaning, if necessary; and greasing. The actions specified by this AD are intended to prevent blockage of the outer handle flap in an intermediate pushed-in position, which may prevent a passenger door from opening from the inside of the airplane, thereby delaying an emergency evacuation. This action is intended to address the identified unsafe condition.