Results
2001-15-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, -320, and -500 series airplanes; and Model ATR72 series airplanes; that requires replacement of the existing uplock boxes of the main and nose landing gears with modified uplock boxes. The actions specified by this AD are intended to prevent a mechanical failure of the uplock box mechanisms, which could result in failure of the associated landing gear to extend. This action is intended to address the identified unsafe condition.
2016-22-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that lap splices for certain stringers are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections for cracking in the lower fastener row of the lap splices of certain stringers, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
90-13-08: 90-13-08 FOKKER: Amendment 39-6632. Docket No. 90-NM-39-AD. Applicability: Model F27 series airplanes, as listed in Fokker Service Bulletin F27/53-109, dated October 10, 1989, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent decompression of the airplane, accomplish the following: A. Perform an inspection of the cockpit window frames, in accordance with Fokker Service Bulletin F27/53-109, dated October 10, 1989, as follows: 1. For Serial Numbers 10561 through 10684, 10686, 10687, 10689 through 10692, prior to the accumulation of 20,000 landings or within 90 days after the effective date of this AD, whichever occurs later. 2. For Serial Numbers 10102 through 10560, prior to the accumulation of 30,000 landings or within 90 days after the effective date of this AD, whichever occur later. B. If cracks are found, repair prior to further flight, in accordance with Fokker Service Bulletin F27/53-110, dated October 27, 1989. C. 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 will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6632, AD 90-13-08) becomes effective on July 23, 1990.
2001-15-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes, that requires modifying the wiring of the starting rotary switch. The actions specified by this AD are intended to prevent the loss of electrical power supply of the direct current (DC) emergency and standby buses, which could result in the loss of some electrical loads and the consequent display of erroneous information to the flight crew. This action is intended to address the identified unsafe condition.
2025-13-04: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2C11 (Regional Jet Series 550), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by an engine indicating and crew alerting system (EICAS) STAB TRIM Caution message that was posted, and subsequent repair that found prematurely worn teeth on a rubber bull gear (RBG) wheel in the horizontal stabilizer trim actuator (HSTA). This AD requires an inspection for part numbers and on-condition replacement of affected RBG wheels. This AD also prohibits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2001-14-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, -320, and -500 series airplanes and Model ATR72 series airplanes, that requires temporarily revising the Airplane Flight Manual (AFM) to add tests of the engine fire protection system and conducting those tests prior to each flight. This amendment also requires replacement of defective engine fire handles with serviceable fire handles, which terminates the revision of the AFM and the repetitive tests of the engine fire protection system. These actions are necessary to prevent intermittent improper functioning of the engine fire handles, due to a machining defect of the control shaft bore guide, which could result in malfunction of the trigger (squib), and failure to activate one of the two engine fire extinguishers. This action is intended to address the identified unsafe condition.
55-01-01: 55-01-01 NAVION: Applies to All Models. Compliance required as indicated. Some Navion aircraft have been found to have cracks in fuselage frame 143-31004-16 at Station 294.1 inboard from the top stringer cutout at W.L. 21.00. It is therefore necessary that all Navions be inspected for this condition as soon as practicable but not later than March 15, 1955. Inspection may be made by removing the inspection plate on the left side of the fuselage beneath the horizontal stabilizer and looking forward to view the aft side of the points in question. If no crack is visible, no further immediate action is necessary, however, a thorough inspection of the frame at each 100-hour inspection will be required thereafter until the reinforcement indicated in item 2 or 3 as indicated below is completed. If a crack is visible at either side of the frame, determine if it has extended beyond the nearest rivet inboard of the cutout (hereafter called the critical rivet). If it hasnot, the repair as indicated in item 1 may be used as an interim fix in lieu of the permanent repair indicated in item 2 or 3 which is mandatory in the case of a crack extending beyond the critical rivet. 1. Interim repair for cracks not extending beyond the critical rivet: (a) When crack extends to the critical rivet, remove the rivet and relocate nearby or if crack has not reached the critical rivet, stopdrill end of crack. (b) Install a modified diamond-shaped 0.125 24ST alclad gusset to right and left outer fuselage surfaces catching two existing rivets on each side of frame through W.L. 21 stringer, five existing rivets through the frame above the stringer cutout and three existing rivets through frame below the cutout. Add two AD4 rivets through the frame between the three existing rivets below the cutout. Additional AD4 rivets through the gusset and skin should be added as necessary. (c) Check the cracked area at each 100-hour inspection to determine ifcrack has extended beyond the critical rivet. If so, it will be necessary to apply item 2 or 3. 2. Permanent Repair: (a) Remove the cracked frame and strip off the angles and doublers and attach to new frame. Do not notch new frame to receive top stringers. (b) Cut top stringers forward and aft of frame location. (c) Install new frame in fuselage and attach skin. Where rivets do not properly fill holes use next size larger rivet. (d) Secure top stringers forward of frame by adding a 0.040 24ST alclad angle 3 inches long to the forward portion of the stringer and attaching it to the frame flange with an existing AD4 rivet through the frame flange, skin and external gusset patch. (e) Install gusset patch as indicated in item 1(b). 3. In lieu of item 2, an equivalent frame repair in accordance with CAM 18 will be accepted as an alternate for a new frame. This, however, may be difficult due to the presence of existing doublers and stiffeners on the forward face of the frame which is further complicated by the attachment of the W.L. 21 shear web to the aft side of the frame. Such alternate repairs must be submitted to a FAA Aircraft Engineering office for approval prior to installation. (Ryan Field Service Bulletin No. 22 covers this same subject.)
86-21-03: 86-21-03 BRITISH AEROSPACE: Amendment 39-5421. Applies to BAe Model 125- 800A series airplanes, serial numbers listed in BAe Service Bulletin 24-250-(3017D), dated April 8, 1985, certificated in any category. Compliance is required within 90 days after the effective date of this AD. To prevent a potential fire hazard associated with chafing of electrical wiring, accomplish the following, unless previously accomplished: A. Inspect and replace, as necessary, the affected electrical cables and install the protective treatment to adjacent structures in accordance with BAe Service Bulletin 24-250- (3017D), dated April 8, 1985. B. 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. C. 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/or modifications required by the AD. All persons affected by this directive who have not already received the appropriate service bulletin from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at 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 becomes effective October 24, 1986.
2016-23-06: We are adopting a new airworthiness directive (AD) for various aircraft equipped with a BRP-Powertrain GmbH & Co KG (formerly Rotax Aircraft Engines) 912 A series engine. 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 a manufacturing defect found in certain carburetor floats where an in-flight engine shutdown and forced landing could occur when the affected cylinder had reduced or blocked fuel supply. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-23-14: We are adopting a new 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: Several cases of corrosion in lower structural members of the passenger door have been reported. It was subsequently determined that a drainage ramp (constructed from resin) had deteriorated with time and was retaining moisture. * * * Corrosion left undetected could eventually affect the structural integrity of the door and surrounding structure. We are issuing this AD to require actions to correct the unsafe condition on these products.
79-10-02: 79-10-02 SHORT BROTHERS LIMITED: Amendment 39-3457. Applies to Model SD3-30 airplanes, S/N SH3002 through SH3019, certificated in all categories, which have low blade angle pitch mechanism support bracket, P/N SD3-49-0784, or P/N SD3-49-0784xB installed. Compliance is required as indicated, unless already accomplished. To prevent propeller blade angle from increasing beyond the flight setting, accomplish the following: (a) Within the next 30 hours time in service after the effective date of this AD, remove each low blade angle pitch mechanism support bracket, P/N SD3-49-0784 or P/N SD3- 49-0784xB, and inspect it for cracks using the dye penetrant procedure or an equivalent FAA- approved procedure, in accordance with paragraph 2.A., "Accomplishment Instructions", of Short Brothers Service Bulletin No. SD3-61-A05, dated August 2, 1978, or an FAA-approved equivalent. (b) Within the next 300 hours time in service after bracket reinstallation in accordance with paragraph (c)(1) of this AD or bracket replacement in accordance with paragraph (d)(1) of this AD, and thereafter at intervals not to exceed 300 hours from the last inspection, visually inspect support bracket, P/N SD3-49-0784 or P/N SD3-49-0784xB, for cracks in accordance with paragraph 2.A.10 of the Short Brothers Service Bulletin No. SD3-61- A05 dated August 2, 1978, or an FAA-approved equivalent. (c) If, during any inspection required by paragraph (a) of this AD, no cracks are found (1) Reinstall support bracket, P/N SD3-49-0784 or P/N SD3-49-0784xB in accordance with Short Brothers Service Bulletin No. SD3-61-A05 dated August 2, 1978, or an FAA-approved equivalent and accomplish the repetitive inspections required by paragraph (b) of this AD; or (2) Install a modified support bracket, P/N SD3-49-0902 or P/N SD3-49- 0902xA in accordance with Short Brothers Service Bulletin No. SD3-61-05 dated September 27, 1978, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (d) If, during any inspection required by this AD, any cracks are found, remove the cracked bracket from service and - (1) Replace the cracked support bracket with a crack-free, new or used support bracket of the same part number, and accomplish the repetitive inspections required by paragraph (b) of this AD. (Before installation of a used support bracket, inspect it in accordance with the method specified in paragraph (a) of this AD to ensure that it is crack-free); or (2) Replace the cracked bracket with a modified support bracket, P/N SD3- 49-0902 or P/N SD3-49-0902xA, in accordance with Short Brothers Service Bulletin No. SD3- 61-05 dated September 27, 1978, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (e) Upon installation of a modified support bracket, P/N SD3-49-0902 or P/N SD3- 49-0902xA, in accordance with Short Brothers Service Bulletin No. SD3-61-05 dated September 27, 1978, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, inspections required by paragraph (b) of this AD may be discontinued. (f) Upon request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, c/o American Embassy, Brussels, Belgium, may adjust the repetitive inspection interval specified in paragraph (b) of this AD or approve modifications equivalent to that specified in paragraphs (c), (d), and (e) of this AD provided that such requests are made through an FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. This amendment becomes effective May 14, 1979.
94-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires installation of a placard near the decouple control handle for the elevator control system to ensure that the pilots are made aware that maintenance action is required to reset the disconnect unit once the decouple control handle has been pulled. This amendment is prompted by a report that, if the decouple control handle for the elevator control system is pulled, the lock linkage will remain unlocked until it is reset during maintenance. The actions specified by this AD are intended to prevent reduced controllability of the airplane due to loss of the mechanical linkage between the pilots' elevator controls, and each pilot having control authority over only one-half of the elevator control system.
2016-21-06: We are superseding Airworthiness Directive (AD) 2015-02-23, for certain Bombardier, Inc. Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A and CL-601-3R Variants) airplanes. AD 2015-02-23 required repetitive inspections for fractured or incorrectly oriented fasteners on the inboard flap hinge-box forward fittings on both wings, and replacement of all fasteners if necessary. This new AD also requires replacement of the fasteners, which terminates the requirements of this AD. This AD was prompted by reports of incorrectly oriented fasteners. We are issuing this AD to prevent incorrectly oriented or fractured fasteners, which could result in detachment of the flap hinge-box and the flap surface, and consequent reduced controllability of the airplane.
2001-15-05: This amendment adopts a new airworthiness directive (AD), applicable to all Aerospatiale Model ATR42-200, -300, -320, -500, and ATR72 series airplanes, that requires a revision of the Airplane Flight Manual to add instructions that prohibit the flightcrew from selecting the reverse position on the engines in the event of propeller thrust dissymmetry. The actions specified by this AD are intended to ensure that the flightcrew is advised of the hazard associated with selecting reverse thrust during propeller thrust dissymmetry, which could result in reduced controllability of the airplane during landing. This action is intended to address the identified unsafe condition.
2022-26-01: The FAA is adopting a new airworthiness directive (AD) for certain GE Aviation Czech s.r.o. (GEAC) M601D-11, M601E-11, M601E-11A, M601E-11AS, M601E-11S, M601F, H75-100, H75-200, H80, H80-100, H80-200, H85-100, and H85-200 model turboprop engines. This AD was prompted by reports of cracks in dilution tube weld areas of the combustion chamber outer liner. This AD requires initial and repetitive borescope inspections (BSIs) of the dilution tube weld areas of the combustion chamber outer liner and, depending on the results of the inspections, replacement of the combustion chamber outer liner with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
2001-13-26: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, and -40 series airplanes, and Model MD-10-10F and -30F series airplanes, that requires a general visual inspection to detect chafing or damage of the feeder cables of the external ground power in the forward cargo compartment between certain fuselage stations; and repair, if necessary. This amendment also requires installation of spiral wrap on the feeder cables of the external ground power. This action is necessary to prevent chafing of the feeder cables during removal of the sump panels of the cargo floor, which could result in electrical arcing and damage to adjacent structure, and consequent smoke and/or fire in the forward cargo compartment. This action is intended to address the identified unsafe condition.
2001-15-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that currently requires modification of the forward and aft evacuation slide systems by replacing the Velcro restraints for the support logs with frangible link restraints. This amendment reduces the time to accomplish the modification from 3 years to 9 months. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the ingestion of sill support-log material into the aspirator of the evacuation slide, which could result in failure of the slide to inflate. The incorporation by reference of Airbus Service bulletin A320-25-1215, dated April 29, 1999, as listed in the regulations was approved previously by the Director of the Federal Register as of March 30, 2000 (65 FR 9212, February 24, 2000).
2016-22-15: We are superseding Airworthiness Directive (AD) 2012-24-06 for certain Saab AB, Saab Aeronautics Model 340A (SAAB/SF340A) and SAAB 340B airplanes. AD 2012-24-06 required replacing the stall warning computer (SWC) with a new SWC that provides an artificial stall warning in icing conditions, and modifying the airplane for the replacement of the SWC. This new AD adds airplanes to the applicability, and adds requirements to replace the existing SWCs with new, improved SWCs, and to modify the airplane for the new replacement of the SWC. This new AD also reduces the compliance time for replacing the SWCs. This AD was prompted by a determination that airplanes with certain modifications were excluded from the applicability in AD 2012-24-06, and are affected by the identified unsafe condition; and that the SWC required by AD 2012-24-06 contained erroneous logic. We are issuing this AD to prevent natural stall events during operation in icing conditions, which could result in loss of control of the airplane.
2016-22-12: We are adopting a new airworthiness directive (AD) for all Pilatus Aircraft Ltd. Models PC-6, PC-6-H1, PC-6-H2, PC-6/350, PC-6/ 350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC-6/B1- H2, PC-6/B2-H2, PC-6/B2-H4, PC-6/C-H2, and PC-6/C1-H2 airplanes. 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 wear and cracks on the stabilizer-trim attachment and structural components. We are issuing this AD to require actions to address the unsafe condition on these products. [[Page 76846]]
2001-13-27: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10 and -30 series airplanes. This action requires replacement of a certain circuit breaker in the navigation transfer circuit located on the overhead circuit breaker panel with a certain new circuit breaker; and installation of a new nameplate. This action is necessary to prevent damage to wires or equipment and consequent smoke/fire in the cockpit from heat generated in the wires during an overload condition. This action is intended to address the identified unsafe condition.
89-26-07: 89-26-07 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39-6422. Docket No. 89-NM-161-AD. Applicability: All Model DHC-7 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the fuselage and subsequent decompression of the airplane, accomplish the following: A. Within 60 days after the effective date of this AD, perform the following inspections and repair, in accordance with de Havilland Service Bulletin 7-53-33, Revision A, dated June 9, 1989: 1. Perform a low frequency ultrasonic inspection for disbonding of the fuselage belly skin doublers, between fuselage stations X248.00 and X535.25 below stringer 20 left and right, in accordance with Inspection Part A of the service bulletin. 2. Visually inspect for looseness or working of the rivets in the vertical skin joints, at fuselage stations X535.25 and X576.25 below stringer 20, leftand right. 3. Visually inspect for looseness or working of the rivets in the fuselage skin joints at station X630.00 around the complete periphery of the fuselage, above and below the passenger and emergency exit doors. 4. Visually inspect for looseness or working of the rivets in the skin longitudinal joint between fuselage stations X424.00 to X484.00 along stringer 20, left and right. Pay particular attention to the lower line of rivets. 5. Repair all loose rivets prior to further flight, in a manner approved by the Manager, New York Aircraft Certification Office, ANE-170, FAA, New England Region. 6. Repair all disbonding prior to further flight, in accordance with the service bulletin. B. Within 90 days after the effective date of this AD: 1. Perform a low frequency ultrasonic inspection for disbonding of the fuselage left and right sidewall skin doublers, between fuselage stations X248.00 and X596.75, between stringer 20 and 10, in accordance withde Havilland Service Bulletin 7-53-33, Revision A, dated June 9, 1989. 2. Repair any disbonding prior to further flight, in accordance with the service bulletin. C. Within 150 days after the effective date of this AD: 1. Perform a low frequency ultrasonic inspection for disbonding of the fuselage roof skin doublers between fuselage stations X248.00 and X630.00, between stringer 10, left and right, in accordance with de Havilland Service Bulletin 7-53-33, Revision A, dated June 9, 1989. 2. Repair any disbonding prior to further flight, in accordance with the service bulletin. D. Within 3 days after accomplishing each of the inspections required by paragraphs A., B., and C., above, report all findings, positive or negative, to the Director, Airworthiness Branch, Transport Canada, Ottawa, Canada; to the manufacturer, Boeing of Canada, Ltd., de Havilland Division, in accordance with de Havilland Service Bulletin 7-53-33, Revision A, dated June 9, 1989; and to the FAA, Manager, New York Aircraft Certification Office, ANE-170, New England Region. E. 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, New York Aircraft Certification Office, ANE-170, FAA, New England Region. NOTE: 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, New York Aircraft Certification Office, ANE-170. F. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may beexamined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York. This amendment (39-6422, AD 89-26-07) becomes effective on January 14, 1990.
2016-22-18: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model MD-90-30 airplanes. This AD requires a detailed inspection of the forward and aft surfaces on the left and right sides at the cant station 1520 bulkhead for any crack in the upper cap and (cap) doubler, webs and doublers, stiffeners, and the lower tee cap between longerons 3 through 11, and repairs if necessary. This AD was prompted by a report of cracking in various structures in the fuselage cant station 1520 bulkhead. We are issuing this AD to detect and correct cracking in the bulkhead, which could result in reduced structural integrity of the airplane.
50-29-01: 50-29-01 CURTISS-WRIGHT Applies to Model C-46 Series aircraft. Compliance required within 25 hours' time in service after the effective date of this amendment, unless already accomplished within the last 175 hours' time in service, and at intervals thereafter not to exceed 200 hours' time in service from the last inspection. Inspect the lower surface of the wing center section for loose rivets (5/32-A17ST modified brazier head) in the area of the front and rear spars between Stations 82.5 and 107.5. If more than 50 rivets are found loose along either the front or rear spar on either R.H. or L.H. wing center section between the stations mentioned above, they should be replaced immediately following the procedure outlined by Civil Aeronautics Manual 18.20-3(e)(4) (ii)(a). If less than 50 rivets are found loose at any of the above specified locations, the rivets need not be replaced until the time of next major overhaul. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase. Revised December 28, 1964.
2025-13-02: The FAA is adopting a new airworthiness directive (AD) for all Embraer S.A. Model EMB-545 and EMB-550 airplanes. This AD was prompted by a jamming failure of the main door lock sensor. This AD requires repetitive main door sensor operational tests, repetitive lubrication of the main door sensor mechanism, and on condition actions. The FAA is issuing this AD to address the unsafe condition on these products.August 5, 2025.
2001-14-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive high frequency eddy current inspections to find cracking of the bulkhead frame support at body station 2598 under the hinge support fittings of the horizontal stabilizer, and repair if cracking is found. These actions are necessary to find and fix fatigue cracking in the frame support, which could result in inability of the structure to carry horizontal stabilizer flight loads and reduced controllability of the horizontal stabilizer. This action is intended to address the identified unsafe condition.