Results
2002-20-09: This amendment adopts a new airworthiness directive (AD) that applies to certain Rockwell Collins, Inc. (Rockwell Collins) AFD-3010 adaptive flight display units that are installed on aircraft. This AD requires you to inspect the AFD-3010 unit to determine if it contains an MFP386 Application Specific Integrated Circuit (ASIC) device with a date code of 0128. This AD also requires you to have any AFD-3010 units with an MFP386 device with a date code of 0128 modified. This AD is the result of reports of a manufacturing defect. The actions specified by this AD are intended to prevent premature failure of the ASIC, which could result in the AFD-3010 unit displaying erroneous primary flight and engine parameter information. Such failure could lead to the pilot using incorrect information when making critical flight safety decisions.
2002-20-07: This amendment supersedes seven existing airworthiness directives (ADs), applicable to certain Boeing Model 737 series airplanes that, among other things, currently require replacing the main rudder power control unit (PCU) and PCU vernier control rod bolts; testing the main rudder PCU to detect certain discrepancies and to verify proper operation of the PCU; and revising the FAA-approved Airplane Flight Manual procedures to correct a jammed or restricted flight control condition. Instead, this amendment requires installation of a new rudder control system and changes to the adjacent systems to accommodate that new rudder control system. This amendment is prompted by FAA determinations that the existing system design architecture is unsafe due to inherent failure modes, including single-jam modes and certain latent failures or jams, which, when combined with a second failure or jam, could cause an uncommanded rudder hardover event and consequent loss of control of the airplane. Additionally, the current rudder operational procedure is not effective throughout the entire flight envelope. The actions specified by the proposed AD are intended to prevent the identified unsafe condition.
2002-20-02: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron, A Division of Textron Canada (BHTC), model helicopters that requires removing sealant from the forward tooling hole in the right-hand upper fuel enclosure area. This amendment is prompted by the determination that fuel or water could accumulate in the right-hand upper fuel enclosure. The actions specified by this AD are intended to prevent accumulation of fuel in the right-hand upper fuel enclosure area, a fire, and a subsequent forced landing.
2002-15-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2002-15-51, sent previously to all known U.S. owners and operators of the specified Sikorsky Aircraft Corporation (Sikorsky) helicopters by individual letters. This AD requires, before further flight, identifying and removing any main rotor blade (blade) that has been damaged by lightning and any blade with an unclear service history. This AD is prompted by the failure of a blade due to lightning strike damage. The actions specified by this AD are intended to prevent failure of a blade and subsequent loss of control of the helicopter.
2002-18-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-300, 747SP, and 747SR series airplanes, that requires one-time inspections for cracking in certain upper deck floor beams and follow-on actions. The actions specified by this AD are intended to find and fix cracking in certain upper deck floor beams. Such cracking could extend and sever floor beams adjacent to the body frame and result in rapid depressurization of the airplane. This action is intended to address the identified unsafe condition.
2002-19-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200 and -300 series airplanes powered by Pratt & Whitney JT9D series engines, that requires replacement of the existing deactivation pin, aft cascade pin bushing, and pin insert on each thrust reverser half, with new, improved components. This action is necessary to prevent failure of the thrust reverser deactivation pins, which could result in deployment of the thrust reverser in flight and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2002-19-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-200B, -300, -400, -400D, and -400F series airplanes; that currently requires repetitive inspections to detect cracking of fire extinguisher discharge tubes in certain engine struts, and corrective action, if necessary. For certain airplanes, that AD also provides for an optional modification of the fire extinguisher discharge tubes, which constitutes terminating action for the repetitive inspections. This amendment makes the previously optional modification of the fire extinguisher discharge tubes mandatory for all affected airplanes and adds one airplane to the applicability. This amendment is prompted by a report that the check tee valve at the top of an engine strut can be damaged such that no extinguishing agent can get to the engine. The actions specified by this AD are intended to prevent blockage of the check tee valve and cracks in the fire extinguisher dischargetubes in the engine struts, preventing the fire extinguishing agent from being delivered to the engine or reducing the amount delivered to the engine, which could permit a fire to spread from the engine to the wing of the airplane. \n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of April 25, 2000 (65 FR 18881, April 10, 2000).
2002-19-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all Lockheed C-130A airplanes, type certificated in the restricted category. This action requires repetitive inspections to detect cracks at fastener holes in the left- and right-side lower skin panels and stringers of the center wing between wing stations 41.0 and 71.0; and replacement of any cracked part with a new part, or repair and inspections at new intervals. This action is necessary to detect and correct fatigue cracking in the left- and right-side lower skin panels and stringers of the center wing, which could result in structural failure of the wings and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
2002-19-05: This amendment supersedes an existing airworthiness directive (AD) for Bell Helicopter Textron, Inc. (BHTI) Model 212 helicopters that currently requires, at specified intervals, inspecting for a cracked tail boom and replacing any cracked tail boom. That AD also requires modifying the tail fin and tail boom within 100 hours time-in- service (TIS). This amendment requires modifying and visually inspecting certain vertical fin left-hand spar caps for cracking, loose fasteners, corrosion, or disbonding. If corrosion or loose fasteners are found, this AD requires repairing the vertical fin left-hand spar cap (spar cap) and if a crack or disbonding is found, replacing any cracked or disbonded part with an airworthy part. This AD also requires replacing certain spar caps within 24 months. This AD is prompted by an accident and four failures of the spar cap involving helicopters of similar type design. The actions specified by this AD are intended to prevent failure of a vertical fin spar, loss of a tail rotor, and subsequent loss of control of the helicopter.
2002-19-03: This amendment supersedes emergency airworthiness directive (AD) 2002-17-53 that was sent previously to all known U.S. owners and operators of Textron Lycoming LTIO-540 and TIO-540 series engines, rated at 300 horsepower (HP) or higher. That action requires, before further flight, replacing certain serial-numbered crankshafts that were hammer forged with crankshafts that were press forged. That AD was prompted by reports of crankshaft failures in LTIO-540 and TIO-540 engines, rated at 300 HP or higher. This amendment expands the suspect population of engines to include engines with crankshafts that were manufactured between March 1997 and the present and all IO-540 engines with crankshafts that were manufactured between March 1997 and the present that have been modified by supplemental type certificate (STC) by installing a turbocharger system. The actions specified by this AD are intended to prevent failure of the crankshaft, which could result in total engine power loss, in-flight engine failure and possible forced landing.
2002-18-05: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires inspecting each tail rotor blade de-icing rotating collector (collector) for radial play and rotation torque at specified intervals. If the play or torque exceeds the specified standard, this AD requires replacing the collector with an airworthy part. This amendment is prompted by excessive play measured on the collector of an ECF Model AS332 helicopter. The actions specified by this AD are intended to prevent wear of a collector bearing, loss of tail rotor effectiveness, and subsequent loss of control of the helicopter.
2002-17-03: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron, A Division of Textron Canada (BHT), Model 407 helicopters. This action requires a fuel filler cap assembly shimming and electrical bonding procedure. This amendment is prompted by the FAA's determination, based on information from the manufacturer, that electrical bonding may be inadequate. The actions specified in this AD are intended to prevent a lack of electrical bonding that could result in an electrical arc, ignition of fuel vapors, and an onboard fire.
2002-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 727 series airplanes. This action requires a one-time inspection to find discrepancies of the wire bundles and hydraulic tubing in the aft stairwell area, and corrective action, if necessary. This action is necessary to find and fix such discrepancies, which could result in electrical arcing between the wiring and hydraulic tubing, and consequent fire and damage to adjacent structure. This action is intended to address the identified unsafe condition.
2002-15-01 R1: This amendment clarifies information contained in Airworthiness Directive (AD) 2002-15-01, which currently requires you to inspect the long aileron push rods in both wings for damage and modify the push rods on all Diamond Aircraft Industries GmbH (Diamond) Models H-36 "Dimona", HK 36 R "Super Dimona", HK 36 TC, HK 36 TS, HK 36 TTC, HK 36 TTC-ECO, HK 36 TTC-ECO (Restricted Category), and HK 36 TTS sailplanes. The Model H-36 "Dimona" sailplane has a different flight control system than the rest of the affected sailplanes. This particular flight control system makes it impossible for the Model H-36 "Dimona" sailplanes to be in compliance with AD 2002-15-01. This document deletes these sailplanes from the AD applicability. The actions specified by this AD are intended to detect and correct damage in the long aileron push control rods, which could result in failure of the aileron push rods and decreased control. Such failure could lead to aeroelastic flutter.
2002-08-54: This document publishes in the Federal Register an amendment adopting Emergency Airworthiness Directive (EAD) 2002-08-54, which was sent previously to all known U.S. owners and operators of the specified Bell Helicopter Textron Canada (BHTC) model helicopters by individual letters. This AD requires a visual check of each main rotor grip assembly (grip) and pitch horn at specified intervals and a visual inspection using a 10-power or higher magnifying glass of each affected grip and pitch horn for a crack at specified intervals. If a crack is found, this AD requires replacing each unairworthy grip or pitch horn with an airworthy part before further flight. This AD is prompted by three reports each of a fatigue crack in the grip and pitch horn found during routine inspection of the rotor head. This condition, if not detected, could result in failure of the grip or pitch horn and subsequent loss of control of the helicopter.
2002-16-25: This amendment adopts a new airworthiness directive (AD), that is applicable to Turbomeca S.A. Arriel models 2 S1, 2 B, and 2 C turboshaft engines. This amendment requires initial and repetitive visual inspections for fuel leaks, and replacement of fuel pumps that are found leaking fuel. In addition, this amendment requires that fuel pumps found with pump wall thickness below minimum be removed from service. This amendment is prompted by a manufacturing investigation of pump bodies found to have below minimum material thickness, which could cause fuel leakage through thin, porous walls, reducing fuel pump fire resistance. The actions specified by this AD are intended to prevent fuel leakage, which may cause engine fires that could lead to an in- flight engine shutdown, damage to the helicopter, and forced landing.
2002-16-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires inspection of certain aft axle pivot pins of the main landing gear (MLG) for heat damage and either reworking of damaged pins or replacement of damaged pins with new or serviceable pins. This action is necessary to prevent breakage of the aft axle pivot pin of the MLG, which could overload the center axle, causing the tires to blow out upon landing, and could disengage the aft axle so that it jams the gear in the wheel well, preventing proper extension of the MLG. This action is intended to address the identified unsafe condition.
2002-16-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 767 series airplanes. This action requires a one-time inspection for missing bolts on the inboard and outboard support of the inboard main flap, and follow-on inspections and corrective actions, if necessary. This action is necessary to detect missing, loose, or cracked bolts on the supports of the inboard main flap and prevent loss of the inboard main flap, which could result in loss of control of the airplane. This action is intended to address the identified unsafe condition.
2002-16-04: This amendment supersedes two different airworthiness directives that require you to inspect the fuel line nipple for damage, replace any suspect part, and replace the elbow fitting on certain Univair Aircraft Corporation (Univair) Models (ERCO) 415-C, (ERCO) 415-CD, (ERCO) 415-D, (ERCO) 415-E, (ERCO) 415-G, (Forney) F-1, and (Forney) F-1A airplanes. This AD requires you to accomplish the following on airplanes with the gascolator connected to the side of the carburetor: Replace any aluminum fuel line nipple or elbow fitting with a brass or steel fuel line nipple or elbow fitting, inspect for double support tubes on the gascolator, install these tubes if they do not exist, and inspect the fuel line fittings between the carburetor and gascolator for cracks or misalignment and replace as necessary. This AD will not affect those airplanes with the gascolator mounted on the firewall. This AD is a result of cracks in the subject area on airplanes in compliance with the current ADs.The actions specified by this AD are intended to prevent failure of the fuel line fittings or the gascolator because of the current airplane design configuration (aluminum fuel line nipples, aluminum fuel line elbows, and/or no double support tubes on the gascolator). Such failure could result in a lack of fuel to the engine with consequent loss of control of the airplane.
2002-16-02: This amendment adopts a new airworthiness directive (AD) that is applicable to all Bombardier Model CL-600-2B19 series airplanes. This action requires revising the Airworthiness Limitations section of the maintenance requirements manual to incorporate life limits for certain horizontal stabilizer trim actuators (HSTAs), and replacing the HSTAs with new or serviceable HSTAs. This action is necessary to prevent failure of key components of the HSTAs, which could result in loss of horizontal trim control and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2002-13-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2002-13-51, sent previously to all known U.S. owners and operators of the specified helicopters by individual letters. This AD requires cleaning and inspecting a certain tail rotor (T/R) grip with a magnet to determine if it is made of steel. If it is not made of steel, this AD requires replacing each affected T/R grip with an airworthy, steel T/R grip. This AD is prompted by reports of timed-out T/R grips being improperly remarked and reinstalled on certain helicopters. This unsafe condition, if not detected, could result in failure of the T/R grip and subsequent loss of control of the helicopter.
2002-14-25: This amendment supersedes an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and -145 series airplanes, that currently requires repetitive inspections (tests) of the actuator clutches of the primary and backup pitch trim systems of the horizontal stabilizer for proper pitch trim indications, and replacement of the actuator, if necessary. This amendment expands the applicability in the existing AD. This amendment is prompted by issuance of mandatory continuing airworthiness information by a civil airworthiness authority. The actions specified in this AD are intended to prevent loss of pitch trim command during the takeoff and climb phase of flight due to improper set point of the actuator clutches, which could result in high pitch control forces and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2002-14-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 and 11F airplanes. This action requires a one-time inspection to detect loose preload-indicating (PLI) washers or cracked or corroded nuts of the lower bolts of the inboard flap outboard hinge, and replacement with new parts if necessary. This action is necessary to detect and correct loose PLI washers or cracked or corroded nuts of the lower bolts of the inboard flap outboard hinge, which could result in separation of the inboard flap outboard hinge from the wing structure and consequent reduced controllability of the airplane.
2002-14-20: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, -800, and -900 series airplanes. This action requires measuring the electrical voltage at the circuit breaker for a certain pitot heater to determine if the pitot heater is connected to the correct power supply bus, and performing corrective action, if necessary. This action is necessary to prevent ice from blocking the pitot tube that provides airspeed data to the captain. Such ice blockage could lead to the flightcrew receiving incorrect airspeed data, which could result in loss of control of the airplane if the flightcrew fails to recognize that the data are incorrect. This action is intended to address the identified unsafe condition.
2002-14-16: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model 717-200 airplanes, that requires repetitive inspections for cracking of the spoiler hold-down actuator supports located on the left and right wing rear spars; adjustment of the spoiler hold-down actuators; and replacement of cracked spoiler hold-down actuator supports with new, improved supports. This AD also requires replacement of all spoiler hold-down actuator supports with new, improved supports, which terminates the repetitive inspections. The actions specified by this AD are intended to detect and correct as well as to prevent cracks in the spoiler hold-down actuator supports, which could lead to reduced spoiler hold-down capability, resulting in loss of the back-up protection of the spoiler float hold-down and unavailability of monitoring for an uncommanded spoiler movement.