Results
96-11-01: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) Jetstream Models 3101 and 3201 airplanes. This action requires modifying the automatic airframe de-ice system to allow the wing and tail de-ice boots to automatically operate through one cycle. The present system repeats the wing de-ice boot inflation cycle before starting to inflate the tail de-ice boots. Reports of ice accumulating on the tail faster than the automatic tail de-ice boots inflate on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent excessive ice accretion on the tail or wings of the affected airplanes, which could result in loss of control of the airplane.
91-21-03: 91-21-03 MCDONNELL DOUGLAS: Amendment 39-8050. Docket No. 91-NM-74-AD. \n\n\tApplicability: Model DC-9 series airplanes, listed in Heath Tecna Service Bulletin ESCI-25-A1, dated April 30, 1990, certificated in any category. \n\n\tCompliance: Required within 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the occurrence of fire and smoke in the passenger cabin, accomplish the following: \n\n\t(a)\tVisually inspect the electrical wiring along the left and right overhead stowage compartment rail assemblies in the vicinity of each electrical bonding strap for evidence of arcing, burning, or chafing. If damage is found, prior to further flight, repair in accordance with McDonnell Douglas DC-9 Maintenance Manual, Chapters 20-50-01 and 20-50-02. \n\n\t(b)\tModify the electrical bonding strap installation of the left and right overhead stowage compartment rail assemblies in accordance with Heath Tecna Aerospace Co. Alert Service Bulletin ESCI-25-A1, dated April 30, 1990. \n\n\t(c)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(d)\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\t(e)\tThe modification requirements of this rule shall be done in accordance with Heath Tecna Aerospace Company Alert Service Bulletin ESCI-25-A1, dated April 30, 1990. 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 Heath Tecna Aerospace Company, 19819 84th Avenue South, Kent, Washington 98032. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8050, AD 91-21-03) becomes effective on November 29, 1991.
2008-10-08: The FAA is superseding an existing airworthiness directive (AD) that applies to certain EMBRAER Model EMB-135 airplanes; and Model EMB-145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. The existing AD currently requires performing repetitive inspections for cracks, ruptures, or bends in certain components of the elevator control system; replacing discrepant components; and, for certain airplanes, installing a new spring cartridge and implementing new logic for the electromechanical gust lock system. The existing AD also requires eventual modification of the elevator gust lock system to replace the mechanical system with an electromechanical system, which terminates the repetitive inspections. This AD reduces the compliance time for doing the modification. This AD results from additional reports of failure of the mechanical gust lock system to protect the elevator control surfaces and components from high wind gusts. We are issuing this AD to prevent discrepancies in the elevator control system, which could result in reduced control of the elevator and consequent reduced controllability of the airplane. DATES: This AD becomes effective May 23, 2008. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of May 23, 2008. On February 3, 2006 (70 FR 77303, December 30, 2005), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in this AD. We must receive any comments on this AD by June 9, 2008.
2008-05-18: 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-07-18: The FAA is superseding Airworthiness Directive (AD) 2017-05- 12, which applied to certain Airbus SAS Model A318-112 airplanes; Model A319-111, -112, -115, -132, and -133 airplanes; Model A320-214, -232, and -233 airplanes; and Model A321-211, -212, -213, -231, and -232 airplanes. AD 2017-05-12 required a one-time eddy current conductivity measurement of certain cabin, cargo compartment, and frame structural parts to determine if aluminum alloy with inadequate heat treatment was used, and replacement if necessary. This AD retains the requirements of AD 2017-05-12, and for certain airplanes, requires additional work, as specified in a European Union \n\n((Page 21760)) \n\nAviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a determination that aluminum alloy with inadequate heat treatment had been used for additional structural parts. The FAA is issuing this AD to address the unsafe condition on these products.
81-15-03: 81-15-03 (BRACKETT AIRCRAFT COMPANY, INC. Brackett Aircraft Specialties, Inc.): Amendment 39-4160. Applies to Brackett Aircraft Company, Inc., engine inlet air filters installed in accordance with Supplemental Type Certificate (STC) SA693CE and STC SA71GL on the following aircraft: \n\n\tBeech A65, 70, 65-B80, 65-88, C-23, A-24R, and B-24R; Bonanza 33, 35, and 36, all models; Cessna Model 120, 140, 140A, 150, 150B, 150C, 150D, 150E, 150F, 150G, 150H, 150J, 150K, 150L, 150M, A150L, and A150M, 170, 170A, 170B, 172, 172A, 172B, 172C, 172D, 172E, 172F, 172G, 172H, 172I, 172K, 172L, and 172M, 177, 177A, 177B, 177RG, and F177RG, 180C, 180D, 180E, 180F, 180G, 180H, 180J, 180K, 182B, 182C, 182D, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P, 182Q, 185, 185A, 185B, 185C, 185D, 185E, and A185F, 210A, B, C, D, E, and 310A, B, C, D, F, G, H, I, J, K, L; Consolidated Aeronautics (Lake) LA4-200; Grumman American Model AA-1, AA-1A, AA-1B, and AA-5; Mooney M18C, M20, M20A, M20B, M20C, M20D, and M20G; Piper Model PA-20, PA-20-115, and PA-20-135, PA-23-150, 160, PA-24-180 to S/N 1477, PA31, 31-300, 31-350; and Varga (Shinn) Model 2150A, certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. \n\n\tTo prevent possible failure of the aluminum air filter retainer screen or gaskets with potential ingestion of the screen, filter element and/or gasket particles into the carburetor throat, which could result in partial or complete loss of engine power, accomplish the following: \n\n\t(a)\tWithin 25 hours of time in service after the effective date of this AD, inspect aircraft as identified in Brackett Service Bulletin No. 3, Revision 1, dated March 1, 1979, or No. 6, Revision 1, dated June 29, 1981, as applicable, equipped with the Brackett Aircraft Company, Inc. engine inlet air filters, to determine \n\n\t\t(1)\twhether the air filter retainer screen is aluminum or steel, and \n\n\t\t(2)\twhether or not certain air filter frames incorporate a gasket retainer. Brackett filter assemblies Part Number BA 100, BA 2310, BA5710, BA 7110, BA 7210, BA 7310, BA 7410 and BA 7510 are required to have a gasket retainer incorporated. The gasket retainer may be a gasket retainer strip kit installed in accordance with Brackett Service Bulletin No. 5, dated July 28, 1980, or an extruded lip which is 1/32 inch high and an integral part of the filter frame furnished by Brackett Aircraft Company, Inc. \n\n\tNOTE: The aluminum air filter retainer screen can be identified by any one of the following: \n\n\t\tThe screen has diamond shaped mesh with openings 1-3/4 inch x 3/4 inch; aluminum screen is not magnetic; the date of manufacture was ink stamped on each retainer and may still be legible. Only retainers dated August 1978 and earlier have aluminum mesh screen. \n\n\tNOTE: The steel retainer screen can be identified by any one of the following: \n\n\t\tThe screen is 1/8 inch diamond mesh; the screen is magnetic; date of manufacture is ink stamped on each retainer and may still be legible. Retainers dated September 1978 and later have steel mesh screen. \n\n\t(b)\tA determination that the air filter retainer screen is steel and that a gasket retainer is incorporated in the filter frame constitutes terminating action for this AD. \n\n\t(c)\tUpon determination that the retainer screen is aluminum, visually inspect the aluminum retainer assembly for cracks or failed areas. \n\n\t\t(1)\tIf cracks or failed areas are found, prior to further flight, replace the aluminum retainer screen assembly with a steel screen assembly kit in accordance with Brackett Service Bulletin No. 3, Revision 1 dated March 1, 1979 or No. 6, Revision 1 dated June 29, 1981, as applicable. Each model air filter requires that a different Brackett kit be installed to comply with this AD. \n\n\t\t(2)\tIf cracks or failed areas are not found, the air filter assembly may be temporarily returned to service. Remove retainers with aluminum screen from service priorto the accumulation of 100 hours additional time in service. \n\n\t(d)\tAfter the inspection required in Paragraph (a) and upon determination that a gasket retainer is not incorporated in the filter retainer, prior to the accumulation of 25 additional hours of service, install gasket retainer strips in accordance with Brackett Service Bulletin No. 5 dated July 28, 1980. \n\n\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. \n\n\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. \n\n\tThe 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: Brackett Aircraft Company, Inc., 5015 Roadrunner Drive, Falcon Field, Mesa, Arizona 85205. These documents may also be examined at: FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region Office. \n\n\tThis supersedes AD 78-25-05, Amendment 39-3365 (43 FR 57865). \n\n\tThis amendment becomes effective July 20, 1981.
2020-08-10: The FAA is adopting a new airworthiness directive (AD) for Robinson Helicopter Company (Robinson) Model R44 and R44 II helicopters. This AD was prompted by reports of cracking in certain tail rotor blades. This AD requires visually checking each tail rotor blade for a crack. The FAA is issuing this AD to address the unsafe condition on these products.
76-03-01: 76-03-01 PIPER: Amendment 39-2505. Applies to Model PA-31T, Serial Numbers 31T-7400002 through 31T-7620012 certificated in all categories. To prevent possible hazards in flight associated with excessive play in the elevator trim tab control system and damage to the elevator support structure, accomplish the following within the next fifty hours in service from the effective date of this AD unless previously accomplished. (a) On Serial Numbers 31T-7400002 through 31T-7620007, install Piper Kit No. 760989, Elevator Control Tube and Trim Tab System Modification, or equivalent. (b) On Serial Numbers 31T-7400002 through 31T-7520020, 31T-7520022 through 31T-7520038, and 31T-7520040 through 31T-7620012, inspect and alter the elevator support structure in accordance with paragraphs one through six of the "Instructions" section of Piper Service Bulletin No. 481A or equivalent. (c) All defective parts found during inspections in paragraphs three through five of Piper Service Bulletin No. 481A must be replaced prior to further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where a repair can be made. (d) Equivalent parts and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (Piper Service Bulletins Numbers 477A and 481A refer to this subject.) This amendment is effective February 9, 1976.
77-02-02: 77-02-02\tBOEING: Amendment 39-2811. Applies to Boeing Model 727-100 and -200 series airplanes certificated in all categories with .047" dia. static sensing holes. Compliance required within 3000 hours time in service after the effective date of this AD unless already accomplished. \n\tTo prevent fluctuations in airspeed and altitude information due to water being ingested and retained in the static port fittings, enlarge the static port sensing holes from .047" dia. to .125" dia. in accordance with Boeing Service Bulletin 727-34-94 (to be released) or later FAA approved service bulletins, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tBoeing 727-100 airplanes already incorporating Boeing S.B. 727-25-42, Revision 1, dated March 4, 1968, with elbow fitting MS21908D6, and Boeing S.B. 727-34-57, dated April 7, 1968, enlarging the static sensing holes, are in compliance with this AD. \n\tThe manufacturer's specifications and proceduresidentified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\tThis amendment becomes effective February 22, 1977.
2020-08-04: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines, LLC (IAE) PW1133G-JM, PW1133GA-JM, PW1130G-JM, PW1129G-JM, PW1127G-JM, PW1127GA-JM, PW1127G1-JM, PW1124G- JM, PW1124G1-JM, and PW1122G-JM model turbofan engines. This AD was prompted by reports of failures of certain low-pressure turbine (LPT) 3rd-stage blades. This AD requires replacement of the affected LPT 3rd- stage blades. The FAA is issuing this AD to address the unsafe condition on these products.
98-06-09: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model HS 748 series airplanes. This action requires a visual inspection to detect fatigue cracking or loose fitting stress pads of the aileron operating arm brackets; and follow-on corrective actions, 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 detect and correct fatigue cracking in the flanges of the aileron operating arm brackets, which could result in failure of the aileron operating arm brackets, failure of the aileron control system, and consequent reduced controllability of the airplane.
2008-09-12: 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: Bombardier Aerospace has completed a system safety review of the aircraft fuel system against fuel tank safety standards introduced in Chapter 525 of the Airworthiness Manual through Notice of Proposed Amendment (NPA) 2002-043. The identified non-compliances were then assessed using Transport Canada Policy Letter No. 525-001, to determine if mandatory corrective action is required. The assessment showed that it is necessary to introduce Critical Design Configuration Control Limitations (CDCCL), in order to preserve critical fuel tank system ignition source prevention features during configuration changes such as modifications and repairs, or duringmaintenance actions. Failure to preserve critical fuel tank system ignition source prevention features could result in a fuel tank explosion. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-09-19: We are adopting a new airworthiness directive (AD) for the products listed above. 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: The Type Certificate Holder (TCH) has received several reports of failed Rudder torque tube assemblies. The torque tube assemblies are subject to repetitive inspection in accordance with Airworthiness Directive 2060 PRE 80. The recent failures occurred in service after the inspections required by AD 2060 PRE 80 had been performed. In the event of such failures, loss of directional control through both the Rudder and Nosewheel Steering may occur. The TCH has also received reports of loose rivets attaching the inboard Anchor Assembly to the Starboard Torque Tube. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-08-02: The FAA is adopting a new airworthiness directive (AD) for certain Thales AVS France SAS (Thales) Global Positioning System/ Satellite Based Augmentation System (GPS/SBAS) receivers installed on airplanes and helicopters. This AD was prompted by reports that Thales GPS/SBAS receivers provided, under certain conditions, erroneous outputs on aircraft positions. This AD requires the installation of a software update to the aircraft navigation database and insertion of a change to the applicable airplane flight manual (AFM). The FAA is issuing this AD to address the unsafe condition on these products.
80-13-12 R1: 80-13-12 R1 DEHAVILLAND: Amendment 39-3815 as amended by Amendment 39-4135. Applies to all DHC-6 model airplanes, Serial Numbers 1 thru 631, equipped with intermediate or high flotation tires, skis, or floats, certificated in all categories. To prevent possible failure of the engine nacelle lower longerons due to cracking or buckling, accomplish the following: (a) For aircraft equipped with high flotation tires (37 inch diameter or larger) and operating to or from unprepared surfaces, visually inspect inner edge of each engine nacelle lower longeron daily, six to eight inches aft of forward end of longeron, for cracks or buckling. Use at least a ten power glass for crack detection. (b) For aircraft equipped with intermediate flotation tires and operating to or from unprepared surfaces, skis, or floats, visually inspect longerons in accordance with procedure and method in paragraph (a), within 24 hours in service, unless already accomplished within the last 26 hours in service. This inspection must be repeated thereafter term at intervals not to exceed 50 hours in service from the last inspection. (c) For aircraft which have been equipped with any of the above landings or flotation gear and are now equipped with standard wheels and tires, visually inspect longerons in accordance with procedure and method in paragraph (a), within 24 hours in service after the effective date of this AD, unless already accomplished. (d) If cracks or buckles are found, replace the longeron with a serviceable one of the same part number, or with an approved equivalent, before further flight. (e) All above inspections may be discontinued when Modification No. 6/1655, or approved equivalent, is accomplished. (f) Equivalent alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) Compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. Amendment 39-3815 was effective July 1, 1980. This amendment 39-4135 is effective June 19, 1981.
91-08-51: 91-08-51 HONEYWELL: Amendment 39-7031. Docket No. 91-NM-94-AD. Applicability: Honeywell Flight Management System (FMS) one million word (1M or 700K) data bases (9104 cycle or earlier), as installed in, but not limited to, McDonnell Douglas Model MD-11 airplanes, and Boeing Model 747-400, 757, and 767 series airplanes, certificated in any category. Compliance: Required within 72 hours after the effective date of this AD, unless previously accomplished. To prevent improper navigation guidance during landing, accomplish the following: (a) Revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD into the AFM. "Do not use NDB approaches in the FMS NAV data base. Nondirectional Beacons may be used as waypoints to build a manual NDB approach." (b) Install a placard, visible to both pilots, adjacent to the Control Display Unit, stating: "Do not use NDB approaches in the FMS NAV data base." (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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate (for McDonnell Douglas airplanes); or the Manager, Seattle ACO, FAA, Transport Airplane Directorate (for Boeing airplanes). NOTE: The request should be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO or Seattle ACO, as appropriate. (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. This amendment (39-7031, AD 91-08-51) becomes effective on June 24, 1991, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T91-08-51, issued on April5, 1991, which contained this amendment.
88-18-01: 88-18-01 AIRBUS INDUSTRIE: Amendment 39-5998. Applies to Model A300 series airplanes, excluding the Model A300-600, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent the possibility that the emergency lighting will not be provided to the airplanes occupants for evacuation when the airplanes normal AC power is interrupted, accomplish the following. A. Within 10 days after the effective date of this AD, the following procedures must be applied and a copy of this AD or the changes indicated below must be inserted in the appropriate Section of the Airplane Flight Manual (AFM), as indicated below: 1. This sentence is to be inserted facing 3-02-00 page 11: "EMERGENCY PROCEDURES-DITCHING When ditching, the MIN CABIN LT selector (if installed) must be switched ON". 2. This sentence is to be inserted facing 3-02-00 page 12: "EMERGENCY PROCEDURES-EMERGENCY EVACUATION When the procedure EMERGENCY EVACUATION is applied, the EMER EXIT LT selector must be selected "ON" after parking brake is ON". 3. This sentence is to be inserted facing 4-03-00 page 1: "NORMAL PROCEDURES-TAXI Prior to push back, the MIN CABIN LT selector (if installed) must be switched "ON" and remain ON until gear retraction." 4. This sentence is to be inserted facing 4-03-00 page 4: "NORMAL PROCEDURES-LANDING Before landing, the MIN CABIN LT selector (if installed) must be switched "ON" and should remain ON until engine shutdown or until parked." 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. NOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. 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 the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5998, becomes effective September 2, 1988.
98-17-07: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F28 Mark 0070 and Mark 0100 series airplanes, that requires inspection of the wing leading edge sections for the correct amount of bleed air exhaust holes, and corrective 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 malfunction of the wing leading edge thermal anti-ice system, which could result in reduced controllability of the airplane and/or reduced structural integrity of the wing due to overheating.
2020-07-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747- 200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by fuel system reviews conducted by the manufacturer indicating that the existing bond path design provides insufficient bond resistance margin between the fuel pump motor/impeller and structure. This AD requires replacement of the bonding jumpers on the auxiliary power unit (APU) fuel pump. This AD also requires, for certain airplanes, installation of a second bonding jumper; an inspection of the override/jettison fuel pumps and transfer/ jettison fuel pumps to determine if the bonding jumper has a one-piece braid or two-piece braid and replacement of the bonding jumper if necessary; and replacement of the bonding jumper on the electrical scavenge fuel pump. The FAA is issuing this AD to address the unsafe condition on these products.
81-10-01: 81-10-01 PIPER AIRCRAFT CORPORATION: Amendment 39-4095. Model PA-44-180 (Seminole), serial numbers 44-7995001 through 44-8095021, airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent cracks in the nose cone spars which could result in malfunction of the nose landing gear, accomplish the following: a. Within the next 50 hours time in service after the effective date of this AD, visually inspect the nose cone spars for cracks, in accordance with the instructions contained in Part I of Piper Aircraft Corporation Service Bulletin No. 695, dated September 10, 1980. If cracks are found, either modify as described in paragraph b below, or replace parts as required by Part I of the Piper Service Bulletin. The required inspection must be accomplished by a person authorized in accordance with FAR Part 43. b. Within the next 100 hours time in service after the effective date of this AD, modify the nose conespars in accordance with Piper Kit P/N 764 080V unless already accomplished. c. Make appropriate maintenance record entry. An equivalent method of compliance may be accomplished if approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective April 30, 1981.
96-18-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111, -211, and -231 series airplanes, that requires visual inspections to detect cracks of the fittings of the pressurized floor at frame 36, and renewal of the zone protective finish or replacement of fittings with new fittings, if necessary. This amendment is prompted by a report of fatigue cracking found on the pressurized floor fitting at frame 36 under the lower surface panel. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in failure of a floor fitting and subsequent depressurization of the fuselage.
77-17-01: 77-17-01 CANADAIR: Amendment 39-3007. Applies to all CL-44D4 and CL-44J airplanes, certificated in all categories, that have not been altered in accordance with Canadair Service Information Circular No. 151-CL44, Issue 3, dated October 26, 1976, or with an FAA- approved equivalent alteration. Compliance required as indicated. (a) To ensure the structural integrity and prevent failure of the following nose landing gear upper radius rods, accomplish the inspection in (1). Upper Radius Rod Subassembly Upper Radius Rod Item 1. 44-85045 LH Assembly Employs 44-85084 LH Rod Item 2. 44-85045-1 RH " " 44-85084-1 RH Rod Item 3. 44-85045-1000 LH " " 44-85084-2 LH Rod (1) For parts which have accumulated 1175 or more landings on the effective date of this airworthiness directive, inspect Items 1, 2, and 3 within the next 75 landings by a dye penetrant, eddy current, or ultrasonic method in accordance with the "Inspection Data" and "Inspection Procedure" sections of Canadair Service Information Circular No. 151-CL44, Issue 3, dated October 26, 1976, or with an FAA-approved equivalent inspection. (2) For parts which have not accumulated 1175 landings on the effective date of this airworthiness directive, accomplish the inspection in (a)(1) before attaining 1250 landings. (b) Repeat inspections in (a)(1) at intervals not to exceed: (1) 60 landings for non-reworked parts Item 1 and 3 (2) 200 landings for non-reworked part Item 2 (3) 30 landings for reworked parts Item 1, 2, and 3 (c) Replace cracked parts with new parts of the same part number or with approved equivalent parts, or rework cracked parts to the limitations specified in "Rework Instruction" in Canadair Service Information Circular No. 151-CL44, Issue 3, dated October 26, 1976, or with an approved equivalent procedure. (d) Replace parts reworked to the maximum limits, specified in "Rework Instruction" in theabove Service Information Circular, that have attained an additional 3000 landings from the time of such rework, or when cracks are again detected, whichever occurs first, with new parts of the same part number or with approved equivalent parts. (e) Equivalent inspections/procedures and parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (f) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection times specified in this AD. This amendment is effective August 18, 1977.
2020-07-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a report that during ALTS CAP or (V) ALTS CAP mode, the flight guidance/autopilot does not account for engine failure while capturing an altitude. This AD requires revising the existing airplane flight manual (AFM) to provide the flightcrew with new warnings for ''Autoflight'' and ''Engine Failure in Climb During ALTS CAP.'' The FAA is issuing this AD to address the unsafe condition on these products.
78-05-04: 78-05-04 MCDONNELL DOUGLAS: Amendment 39-3150. Applies to DC-10-10, -10F, -30, -30F and -40 series airplanes, certificated in all categories. \n\n\tCompliance required within 30 days after the effective date of this AD, unless already accomplished. \n\n\ta.\tTo prevent a total Automatic Landing System disengagement below the alert height during a Category III approach because of a single failure, accomplish the following: \n\n\tIncorporate the following revision in the applicable Flight Guidance Appendices IV, IVA and etc., of the FAA Approved Airplane Flight Manual documents MDC-J1010, MDC-J1030, MDC-J5830, MDC-J1040 and MDC-J2140: \n\n\tAdd the following as the last entry in Section I Limitations: \n\n\t\t"Category III Automatic Landing \n\n\t\tIn addition to the Automatic Landing System Limitations listed above, the following limitation \t\tapplies: \n\n\t\tDo not use automatic landing system for Category III operation unless DC-10 Service Bulletin \t\t34-84 or production equivalent is incorporated." \n\n\tb.\tEquivalent modifications, procedures, or revisions may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective April 8, 1978.
80-20-05: 80-20-05 PIPER AIRCRAFT CORPORATION: Amendment 39-3926. Applies to the following PA-32RT-300T model serial numbers, certificated in all categories: \n\n\n32R-7887001 through 32R-7887222, \n32R-7887224 through 32R-7887226, \n32R-7887228 through 32R-7887237, \n32R-7887239 through 32R-7887243, \n32R-7887246 through 32R-7887254, \n32R-7887256 through 32R-7887261, \n32R-7887263, 32R-7887265 through 32R-7887289, \n32R-7987001, 32R-7987002 and 32R-7987004 through 32R-7987011, \n32R-7987013, 32R-7987014 and 32R-7987016 through 32R-7987020, \n32R-7987024, 32R-7987028 through 32R-7987030, \n32R-7987032, 32R-7987034, 32R-7987035, 32R-7987038, 32R-7987039, \n32R-7987041, 32R-7987042, 32R-7987044 and 32R-7987046, \n32R-7987049 through 32R-7987051, \n32R-7987054 through 32R-7987058, \n32R-7987060, 32R-7987066 and 32R-7987068 through 32R-7987070, \n32R-7987072 through 32R-7987073, 32R-7987075, 32R-7987076 and 32R-7987078 through 32R-7987080, \n32R-7987082 through 32R-7987086, \n32R-7987088, 32R-7987089, 32R-7987091, 32R-7987094, \n32R-7987096 through 32R-7987099, \n32R-7987101, 32R-7987102, 32R-7987104, \n32R-7987107 through 32R-7987115, \n32R-7987117 through 32R-7987119,\n32R-7987123 \n\n\tNOTE: The requirements of emergency airworthiness directive issued June 14, 1979, were found to be not applicable to the following serial numbers: \n\n\n32R-7887223, 32R-7887227, 32R-7887238, 32R-7887244, \n32R-7887245, 32R-7887255, 32R-7887262, 32R-7887264, \n32R-7987003, 32R-7987012, 32R-7987015, 32R-7987021, \n32R-7987022, 32R-7987023, 32R-7987025, 32R-7987026, \n32R-7987027, 32R-7987031, 32R-7987033, 32R-7987036, \n32R-7987037, 32R-7987040, 32R-7987043, 32R-7987045, \n32R-7987047, 32R-7987048, 32R-7987052, 32R-7987053, \n32R-7987059, 32R-7987061, 32R-7987062, 32R-7987063, \n32R-7987064, 32R-7987065, 32R-7987071, 32R-7987074, \n32R-7987077, 32R-7987081, 32R-7987087, 32R-7987090, \n32R-7987092, 32R-7987093, 32R-7987095, 32R-7987100, \n32R-7987103, 32R-7987105, 32R-7987106, 32R-7987116,32R-7987120, 32R-7987121, 32R-7987122, 32R-7987124, \n32R-7987125, 32R-7987126. \n\n\tCompliance is required within the next 10 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent a possible turbocharger exhaust coupling failure, which could result in a fire hazard, accomplish the following: \n\n\t(a)\tGain access to turbocharger exhaust system. \n\n\t(b)\tRemove the turbocharger exhaust coupling P/N 556 108 and tailpipe P/N 98705- 2. \n\n\t(c)\tUsing either a dye penetrant method or a 10-power magnifying glass, inspect coupling, coupling bolt, tailpipe and tailpipe flange for cracks, deformation or damage. \n\n\t(d)\tMeasure width across inside opening of retainer segments of coupling. Maximum allowable dimension is .350 in (See Figure 1) \n\n\t(e)\tMeasure thickness of tailpipe flange at apex. Dimension required is .096 plus or minus .005 inch. (See Figure 1) \n\n\t(f)\tIf flange dimension is under the tolerance shown in (e) above, replace tailpipe. If over tolerance, rework the flange mating surface to dimensions in (e) above, provided .005 inch flatness is maintained or replace with serviceable part. \n\n\t(g)\tReplace any exhaust system parts found cracked, deformed or damaged during the inspection required above with a serviceable part, before further flight. \n\n\t(h)\tReinstall serviceable parts as follows: \n\n\t\t(1)\tAssure turbocharger and tailpipe flange are properly aligned. Tap coupling gently to distribute band tension while tightening coupling nut. \n\n\t\t(2)\tTorque coupling nut to 40-50 inch pounds and safety wire. \n\n\t(i)\tMake appropriate maintenance record entry. \n\n\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. \n\n\tThis amendment is effective upon publication in the Federal Register as to all persons, except those persons to whom it was made immediately effectiveby priority mail, issued June 14, 1979, which contained this amendment. \n\n\n\n\nFIGURE 1 \nAD 80-20-05