Results
94-19-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires replacement of the autopilot disconnect switches with modified units. This amendment is prompted by several incidents in which the flight crew did not depress both halves of the autopilot disconnect switch during the LAND 2 or LAND 3 approach and, as a result, one autopilot remained engaged. This condition resulted in unanticipated movements of the stabilizer trim and higher than anticipated control forces of the flight controls. The actions specified by this AD are intended to prevent the flight crew from inadvertently disconnecting only one autopilot when both autopilots are engaged, which could result in unanticipated control surface movements.
92-12-05: 92-12-05 TEXTRON LYCOMING: Amendment 39-8265. Docket No. 91-ANE-48. Applicability: Textron Lycoming O-320 series, IO-320 series, LIO-320 series, AIO-320 series, AEIO-320 series, O-340 series, O-360 series, LO-360 series, HO-360 series, VO-360 series, IVO-360 series, IO-360 series, AIO-360 series, HIO-360 series, LHIO-360 series, LIO-360 series, AEIO-360 series, TO-360 series, LTO-360 series, TIO-360 series, O-480 series, GSO-480 series, IGSO-480 series, IGO-480 series, GO-480 series, O-540 series (excluding models O-540-J and O-540-L), VO-540 series, IO-540 series (excluding model IO-540-W), HIO-540 series, AEIO-540 series, IGSO-540 series, IGO-540 series, TVO-540 series, TIVO-540 series, IVO-540 series, TIO-540 series, LTIO-540 series, TIO-541 series, TIGO-541 series, and IO-720 series opposed piston engines; and in addition those engine models and serial numbers listed in Textron Lycoming Service Bulletin (SB) No. 501, Revision B, dated November 15, 1991; installed on but notlimited to Cessna 172 and Piper PA-28 aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent piston pin failure, or piston release, and engine failure, accomplish the following: (a) For engines with serial numbers listed in Textron Lycoming SB No. 501, Revision B, dated November 15, 1991, with more than 75 hours time in service (TIS) since new, since remanufacture, or since factory overhaul on the effective date of this AD, remove all piston pins, Part Number (P/N) LW-14077, within 25 hours TIS after the effective date of this AD, and replace with serviceable parts. (b) For engines with serial numbers listed in Textron Lycoming SB No. 501, Revision B, dated November 15, 1991, with 75 hours or less TIS since new, since remanufacture, or since factory overhaul on the effective date of this AD, remove all piston pins, P/N LW-14077, within 100 hours TIS since new, since remanufacture, or since factory overhaul and replace with serviceable parts. (c) For engines not listed in Textron Lycoming SB No. 501, Revision B, dated November 15, 1991, accomplish the following: (1) Within 15 days after the effective date of this AD, conduct a search and review of maintenance and purchase records to determine if piston pin, P/N LW-14077, had been purchased from Textron Lycoming or a Textron Lycoming distributor from June 18, 1991, through August 5, 1991. (2) For installed piston pins, P/N LW-14077, purchased from Textron Lycoming or a Textron Lycoming distributor from June 18, 1991, through August 5, 1991, accomplish the following: (i) For engines with more than 75 hours TIS since piston pin installation on the effective date of this AD, remove all piston pins, P/N LW-14077, purchased from Textron Lycoming or a Textron Lycoming distributor from June 18, 1991, through August 5, 1991, within 25 hours TIS after the effective date of this AD, and replace with serviceable parts. (ii) For engines with 75 hours or less TIS since piston pin installation on the effective date of this AD, remove all piston pins, P/N LW-14077, purchased from Textron Lycoming or a Textron Lycoming distributor from June 18, 1991, through August 5, 1991, within 100 hours TIS since piston pin installation and replace with serviceable parts. (d) Piston pins, P/N LW-14077, purchased from Textron Lycoming or a Textron Lycoming distributor from June 18, 1991, through August 5, 1991, that are not installed in engines are considered unairworthy and shall not be placed in service. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office, Engine and Propeller Directorate. The request should be forwarded through an FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the New York Aircraft Certification Office. (f) 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. (g) The identification of certain engines to which this AD is applicable shall be done in accordance with the following Textron Lycoming service document: DOCUMENT NO. PAGES REVISION DATE SB No. 501 1-3 Rev. B Nov. 15, 1991 Total pages: 3 This incorporation 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 Textron Lycoming, 652 Oliver Street, Williamsport, PA 17701. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. (h) This amendment becomes effective on July 10, 1992.
95-07-06: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11-200 and -400 series airplanes, that requires inspections of the bearings of the aileron control system, and correction of discrepancies. This amendment is prompted by a report indicating that an operator experienced difficulties wherein considerable pressure was required to manually input roll control due to seized bearings in the aileron control system. The actions specified by this AD are intended to prevent such seizure of bearings, which could reduce the pilot's ability to initiate roll control during critical phases of flight.
99-04-21: This amendment adopts a new airworthiness directive (AD) that applies all British Aerospace Jetstream Model 3101 airplanes that have a certain wheel assembly incorporated and all Jetstream Model 3201 airplanes that are equipped with Dunlop AH54450 brake units. This AD requires inspecting the main landing gear brake units for correct setting of the wear indicator pins, and re-setting the pins if incorrect. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the main landing gear brakes because the wear indicator pins present a false indication of the remaining wear of the brake units, which could result in loss of control of the airplane during takeoff, landing, or taxi operations.
91-19-03: 91-19-03 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-8030. Docket No. 91-ANE-23. Applicability: TCM Models IO-360, L/TSIO-360, IO-346, L/I/O-470, TSIO-470, IO-520, L/TSIO-520, 6-285, IO-550, and GTSIO-520 series engines, which are installed on, but not limited to, certain Beech Bonanza models C33, E33, F33, S35, V35, A36, 36, A36TC, and B36TC; Musketeer model A23, Baron models C55, D55, E55, 58, and 58TC series airplanes; and on certain Cessna models R172K, 180 (Serial Numbers (S/N) 53087 and up), 182(S/N 67042 and up), F182(S/N 00130 and up), 185(S/N 03852 and up), 188(S/N 03474 and up), T188(S/N 03474 and up), 206(S/N 05030 and up), 207(S/N 05227 and up), T207 (S/N 05227 and up), 210 (S/N 63373-63375 and up), T210(S/N 63373-63375 and up), P210(S/N 278 and up), T303, 310, 320, P337, T337, 340, 401, 402, 414 series airplanes; and on certain Mooney Aircraft Corp. models M20K and M20K-252TSE series airplanes; and on certain Piper Pawnee model PA-36, Arrow model PA-28R-201T,Dakota model PA-28-201T, Malibu model PA-46-310P, and Seneca models PA-34-200T and PA-34-220T series airplanes; certificated in any category. Compliance: Required as indicated unless previously accomplished. To prevent operation with collapsed oil filter elements, which can result in loss of oil pressure, engine power loss or engine failure, and possible aircraft damage, accomplish the following prior to September 30, 1991: (a) Inspect the engine oil filter and determine if the filter is a Champion Part No. (P/N) CH48108 or CH48109. If the filter is so identified, proceed to paragraph (b) of this AD. (b) Inspect the engine oil filter and determine the date code of the filter printed on the side of the exterior. Remove any filter bearing any of the following date codes prior to further flight: Date codes: All three-digit date codes with "9" as the third-digit, or date codes 3J8, 4J8, 1K8, 2K8, 3K8, 4K8, 2L8, 1M8, 3M8, 1A0, or 2A0 (c) Filters identified with any of the date codes listed in paragraph (b) of this AD are not serviceable and cannot be returned to service. (d) Replace any removed filter with Champion filter P/N CH48108 or CH48109 having date codes other than those listed in paragraph (b) of the AD, or with any other FAA approved filter that is eligible for the applicable engines. (e) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon submission of substantiating data by an owner or operator through an FAA Inspector, (maintenance, avionics, operations, as appropriate) an alternate method of compliance with the requirements of this AD or adjustments of the compliance times specified in this AD may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. (g) All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request from Champion Aviation Products, 330 Pelham Road, Suite 200, Building B, Greenville, South Carolina 29615 or Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601. This information may be examined at the FAA, New England Region, Engine and Propeller Directorate, 12 New England Executive Park, Burlington, Massachusetts. This amendment (39-8030, AD 91-19-03) becomes effective on September 29, 1991.
94-13-03: This amendment adopts a new airworthiness directive (AD) that is applicable to The Enstrom Helicopter Corporation Model F-28C, F-28C-2, F-28F, 280C, 280F, and 280FX series helicopters. This action requires a visual inspection for cracks in the tail rotor spindle; a repetitive dye penetrant inspection for cracks; and removal and replacement of the tail rotor spindle upon reaching 1,200 hours' time-in-service (TIS). This amendment is prompted by five reports of cracked tail rotor spindles. The actions specified in this AD are intended to prevent failure of the tail rotor spindle, loss of directional control, and subsequent loss of control of the helicopter.
94-12-08: This amendment supersedes Airworthiness Directive (AD) 92-26-04, which applies to certain Cessna Aircraft Company (Cessna) 210, P210, and T210 series airplanes. That AD requires operational checks of the fuel gauges, fuel cap and adapter modifications, and preflight fuel system quantity checks. The Federal Aviation Administration (FAA) received a petition for reconsideration of AD 92-26-04, and subsequently suspended the effectiveness of this AD while the concerns specified in the petition were evaluated. This action retains certain requirements of AD 92-26-04, and incorporates certain items raised by the petition for reconsideration. The actions specified by this AD are intended to prevent loss of engine power caused by inadvertent fuel loss or inadequate fuel servicing. The incorporation by reference of certain publications listed in the regulations was previously approved by the Director of the Federal Register as of January 22, 1993.
94-17-04: 94-17-04 AIRBUS INDUSTRIE: Amendment 39-8999. Docket No. 94-NM-49-AD. Rescinds the following AD's:\n\n\tAD Number\tAmendment Number\n\n\t89-25-07\t39-6404\n\t89-26-03\t39-6417\n\t90-02-20\t39-6468\n\t90-02-21\t39-6482\n\t90-03-01\t39-6483\n\t90-03-14\t39-6491\n\t90-06-01\t39-6533\n\t90-06-05\t39-6536\n\t90-06-08\t39-6535\n\t90-06-11\t39-6534\n\t90-06-15\t39-6542\n\t90-06-17\t39-6543\n\t90-07-03\t39-6552\n\t90-08-19\t39-6576\n\n\tApplicability: All Model A300 series airplanes, certificated in any category.\n\n\tThis rescission is effective August 10, 1994.
93-14-12: 93-14-12 ESSEX PB&R CORPORATION (formerly E.I. DuPont de Nemours and Company Incorporated): Amendment 39-8636. Docket No. 92-ANE-14. \n\n\tApplicability: Essex PB&R Corporation (formerly E.I. DuPont de Nemours and Company Incorporated) PELS Model 4566M37B crewmember protective breathing equipment (PBE) units, as listed in Essex PB&R Corporation Service Bulletin (SB) No. 001, Revision 1, dated October 3, 1991, installed on but not limited to transport category aircraft manufactured by Boeing, McDonnell Douglas, Airbus, and Lockheed. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent leakage of the PBE neck seal, which could compromise the crew's ability to combat an aircraft fire, accomplish the following: \n\n\t(a)\tWithin the next 15 months after the effective date of this AD, remove the affected PBE unit, in accordance with the accomplishment instructions of Essex PB&R Corporation Service Bulletin (SB) No. 001, Revision 1, dated October 3, 1991, and replace with a serviceable unit. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from New York Aircraft Certification Office. \n\n\t(c)\tSpecial flight permits may be issued, in accordance with FAR 21.197 and 21.199, to operate the aircraft to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe modification shall be done in accordance with Essex PB&R Corporation Service Bulletin (SB) No. 001, Revision 1, dated October 3, 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 Essex PB&R Corp., P.O. Box 791, 505 Blue Ball Road, Elkton, MD 21921. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA 01803-5299; or at the Office of the Federal Register, 800 North Capitol Street NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on September 2, 1993.
91-03-09: 91-03-09 BOEING: Amendment 39-6874. Docket No. 90-NM-189-AD. \n\n\tApplicability: Boeing Model 727 series airplanes, as listed in Service Bulletin 727-25- 0271, dated April 19, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent a fire hazard associated with unrestrained loose items in life raft stowage compartments falling onto hot passenger service unit lights, accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, install a placard on each affected life raft compartment, stating: "LIFE RAFT STOWAGE ONLY" \n\n\tB.\tThe life raft compartment may be used for stowage and the placard required by paragraph A. of this AD may be removed if or when the life raft compartment is modified in accordance with Boeing Service Bulletin 727-25-0271, dated April 19, 1990. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level ofsafety, 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\tD.\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 (39-6874, AD 91-03-09) becomes effective on March 4, 1991.
90-19-07: 90-19-07 AIRBUS INDUSTRIE: Amendment 39-6731. Docket No. 90-NM-93-AD. Applicability: Model A310-200 series airplanes, up to and including serial number 264, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the wings, accomplish the following: A. Prior to the accumulation of 12,000 landings, or within 1,500 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 12,000 landings, perform an X-ray inspection of Stringers 6, 7, 8, and 9 run-outs inboard and outboard of Rib 14, in accordance with Airbus Industrie Service Bulletin A310-57-2038, dated November 6, 1989. B. If cracks are found, repair prior to further flight in accordance with a procedure approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 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, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6731, AD 90-19-07) becomes effective October 23, 1990.
77-08-08: 77-08-08 GENERAL ELECTRIC: Amendment 39-2878 as amended by Amendment 39-3690. Applies to General Electric Models CF6-50A, CF6-50C, CF6-50C1, CF6-50D, CF6-50E, CF6-50E1, and CF6-50H engines that do not incorporate steel high pressure compressor rotors and cases, and are installed in aircraft certificated in all categories. Engines with serial numbers 517451, 517452, 517472 thru 517475, 517502, and subsequent 517 prefixed numbers; and 455907 thru 455912, 455920, and subsequent 455 prefixed numbers were manufactured with steel compressor rotors and cases. Earlier engines may be converted to the steel configuration in accordance with General Electric Service Bulletins (CF6-50/45) 72-547, 72-549, 72-550, and 72-551. Compliance required by January 31, 1978, unless previously accomplished. To prevent possible burn through of fuel or oil tubes located below the compressor section, accomplish the following in accordance with General Electric Service Bulletin (CF6-50) 72-447 datedDecember 30, 1976, or subsequent FAA Approved revisions thereto: (a) Replace the Fuel Manifold, Part Number 9008M43G01, 9008M43G02 or 9008M43G03, with Part Number 9200M17G01, 9200M17G02 or 9200M17G03. (b) Replace the Lube Supply, Part Number 9043M25G02, with Part Number 9200M11G01. (c) Replace the "B" Sump Scavenge Aft, Part Number 9068M88G01 or 9194M18G01, with Part Number 9200M10G01. (d) Replace the "B" Sump Scavenge Forward, Part Number 9005M64G01, with Part Number 9191M72G01. (e) Replace the "C" Sump Scavenge, Part Number 9054M44G01, with Part Number 9200M15G03. (f) Replace the "D" Sump Scavenge, Part Number 9055M93G01, with Part Number 9200M16G02. Equivalent modifications may be approved by the Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region. Amendment 39-2878 became effective April 29, 1977. This Amendment 39-3690 becomes effective February 14, 1980.
99-19-38: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires repetitive high frequency eddy current inspections to detect fatigue cracking at the hole in the lower web of the inner and outer attachment fittings of the number 3 wing spoilers; and corrective actions, if necessary. This amendment also provides for an optional modification, which terminates the repetitive inspections. 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 detect and correct fatigue cracking and eventual failure of the attachment fittings of the number 3 wing spoilers.
99-27-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200, -300, and -300F series airplanes, that requires replacement of the hydraulic reducer fitting in the return port of the alternate brake selector valve with a new restrictor fitting. This amendment is prompted by a report indicating that a brake housing had fractured due to high loads associated with brake vibration during landing gear retraction, which allowed the torque rod to swing free. The actions specified by this AD are intended to prevent failure of the brake housing in the torque rod region, which could reduce the braking capability of the airplane and/or prevent the extension of a main landing gear by any method.
99-25-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires a one-time inspection of the forward engine mount assembly of the left and right engines to verify that the part number on each assembly is correct; re-identification of the forward engine mount assembly; and follow-on actions, if necessary. 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 structural failure of the secondary load path of the forward engine mount, which, if combined with failure of the primary load path, could result in separation of the engine from the airplane.
98-22-14: This amendment adopts a new airworthiness directive (AD) that applies to Rolladen Schneider Flugzeugbau GmbH (Rolladen Schneider) Models LS 3-A, LS 4, and LS 4a sailplanes. This AD requires repetitively inspecting the forward elevator mounting bracket on the vertical tail fin for looseness, and, if any loose bracket is found, modifying the area and installing a new forward elevator mounting bracket. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect and correct loose forward elevator mounting brackets, which could result in these brackets separating from the sailplane with consequent loss of control of the sailplane.
99-27-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B4-203 series airplanes. This action requires repetitive inspections of the attachment bolts of the brake bar on the main landing gear (MLG) to detect missing or damaged bolts, and replacement with new bolts, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent detachment of the brake bar from the MLG strut, which could result in failure of the main landing gear to extend.
99-24-08: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 737-100, - 200, -300, -400, and -500 series airplanes, that currently requires, for certain airplanes, repetitive replacements of the airplane battery with a new or reconditioned battery and replacement of the battery charger with a new or serviceable battery charger; performing repetitive tests to determine the condition of a certain diode of the Generator Control Units (GCU); and corrective actions, if necessary. This amendment adds, for certain other airplanes, a requirement for repetitive replacements of the airplane battery with a new or reconditioned battery, and clarifies a diode test requirement. This amendment is prompted by an incident during which all electrical power was lost due to a combination of a weak or depleted battery and the failure of a certain diode of the GCU. The actions specified in this AD are intended to prevent failure of all electrically powered airplane systems, which could result in the inability to continue safe flight and landing.
97-07-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires the deactivation of the avionics ground refrigeration unit (GRU) of the air conditioning system until a modification of avionics ventilation circuit and the GRU is accomplished. This amendment is prompted by reports of water accumulation found in the Air Data/Inertial Reference Unit (ADIRU) trays of the avionics rack; the accumulation is the result of operation of the GRU in high ambient humidity. The actions specified in this AD are intended to prevent water accumulating in this area, which could result in the failure of the ADIRU and consequent loss of air data and navigational information to the flightcrew.
98-09-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Industrie Model A320 and A321 series airplanes, that requires replacement of two elevator aileron computers (ELAC) with ELAC s that contain new software. This amendment is prompted by a report indicating difficulty maintaining the intended flight path during landing in turbulent conditions. The actions specified by this AD are intended to prevent situations that could lead to reduced controllability of the airplane due to adverse airplane-pilot coupling characteristics.
98-11-23: This amendment adopts a new airworthiness directive (AD), applicable to certain CASA Model CN-235 series airplanes, that requires modification of certain fastener holes of the center wing. 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 fatigue cracking in this area, which could result in reduced structural integrity of the wing.
98-01-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires replacement of a capacitor of the main landing gear (MLG) circuitry with a new electrolytic capacitor having a tantalum casing. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the failure of the landing gear to retract properly as a result of failure of a capacitor in the MLG circuitry and subsequent power interruption.
2000-02-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive inspections to detect broken fasteners and cracking of the forward edge frame for main entry door number 3, and repair, if necessary. This amendment is prompted by reports of fatigue cracks at the inner chord and web of the body station 1265 edge frame between stringers 23 and 27. The actions specified by this AD are intended to detect and correct such cracking, which could result in rapid depressurization of the airplane.
98-23-10: This amendment adopts a new airworthiness directive (AD) that applies to all Burkhart GROB Luft-und Raumfahrt GmbH (Grob) Model G 109B gliders. This AD requires inspecting the engine mounting frame for paint scratches and damage (abrasions, notches, or chafing); and repairing any paint scratches, and repairing or replacing any engine mounting frame that is found damaged. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect and correct damage to the engine mounting frame, which could result in failure of the engine mount structure with consequent loss of the engine.
2000-15-05: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F (KC-10A and KDC-10 military), -40, and -40F series airplanes, that requires a one-time inspection of the wiring and wire bundles of the aft main avionics rack (MAR) to determine if the wires are damaged, or riding or chafing on structure, clamps, braces, standoffs, or clips, and to detect damaged or out of alignment rubber cushion inserts of the wiring clamps; and corrective actions, if necessary. This amendment is prompted by an incident in which the automatic and manual cargo door test in the cockpit was inoperative during dispatch of the airplane, due to wiring of the MAR chafing against clamps as a result of the wire bundles being installed improperly during production of the airplane. The actions specified by this AD are intended to ensure that the wires that route from the main wire bundles to the MAR and associated brackets, clamps, braces, standoffs, and clips are installed properly. Improper installation of such wiring and structure could cause chafing of the wires/wire bundles, which could result in electrical arcing, smoke, and possible fire in the MAR.