Results
47-47-07: 47-47-07 BEECH: (Was Mandatory Note 1 of AD-777-1.) Applies to Model 35 Serial Numbers D1 to D491, Inclusive. Compliance required prior to next annual inspection. Replace the engine identification plate containing either E-165-4 or E-165-4A model designation with an identification plate, furnished by the engine manufacturer, having E-185-1 stamped in the engine designation block. The engine model designation, E-165-4 or E-165-4A, stamped on the airplane's identification plate should be permanently deleted through the use of a sharp-pointed instrument. (Beech Service Bulletin No. 35-3 covers this same subject.)
2022-05-08: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CF34-10E model turbofan engines. This AD was prompted by a manufacturer investigation that revealed Teflon material in the A-sump oil strainer (strainer assembly) screen after several reports of in-flight shutdowns (IFSDs) and unscheduled engine removals (UERs). This AD requires initial and repetitive visual inspections of the strainer assembly screen. As a terminating action to the initial and repetitive visual inspections, this AD requires the replacement of the stationary oil seal at the No. 1 forward bearing. The FAA is issuing this AD to address the unsafe condition on these products.
51-27-01: 51-27-01 BELL: Applies to All Model 47 Helicopters Incorporating Engine Mount Assembly P/N 47-612-111-1 or -5. Compliance required as indicated. 1. Compliance required daily after first 300-hour inspection. (a) Remove paint from welds in tube cluster at mount housing at both sides of mount assembly. Use solvent to remove paint. (b) With the engine mount under load, either by operating the engine with maximum collective pitch without becoming airborne, or by placing equivalent pilot and passenger weights in the seat and hoisting helicopter until wheels are clear of ground (or any equivalent loading means), inspect the outboard surface of welds with at least a 10-power magnifying glass and the inboard surfaces of welds with an inspection mirror (use magnifying if available). Give particular attention to forward tube in left cluster (from top of mount to housing) and aft tube in right cluster. Oil appearing on surface of weld or tube after cleaning is evidenceof a crack and must be examined carefully. Replace mount if crack is found. (c) Clean welds in upper forward tube (under collective pitch disc bracket) with a cloth. Carefully inspect welds under disc bracket for cracks using a flashlight and mirror. Give particular attention to weld which joins diagonal tube (right side) to forward tube. Replace mount immediately if a crack is found in these areas. Apply grease or other corrosion preventive on areas where paint has been removed. 2. Compliance required at each 600 hours of engine mount service. Replace engine mount assembly after 600 hours of operation have been accumulated. (Bell Service Bulletin No. 74, revised February 2, 1953, covers this same subject.) This supersedes AD 51-23-02.
98-04-42: This amendment adopts a new airworthiness directive (AD), applicable to all Grumman Model TS-2A series airplanes, that requires revising the Airplane Flight Manual (AFM) to modify the limitation that prohibits positioning the power levers below the flight idle stop during flight, and to add a statement of the consequences of such positioning of the power levers. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the ground propeller beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power, caused by the power levers being positioned below the flight idle stop when the airplane is in flight.
79-23-03 R1: 79-23-03 R1 MCDONNELL DOUGLAS HELICOPTER COMPANY (HUGHES HELICOPTERS, INC.): Amendment 39-3608 as amended by Amendment 39-5282. Applies to Models 269A, 269A-1, 269B, and 269C, including military TH-55A, certificated in any category, equipped with tail rotor blades designated below: GROUP I GROUP II P/N 269A6124 P/N 269A6035-21, S/N's 0877 and prior 269A6124-9 P/N 269A6035-23, S/N'S 2710 and Prior 269A6035 269A6035-9 269A6035-17 269A6035-19 269A6035-M 269ASK15 269-6100 Compliance required as indicated. To detect possible corrosion, cracks, pitting, and other defects, inspect by visual or other specified means the affected tail rotor blades and replace or rework in accordance with the instructions specified in the applicable Hughes Service Information Notice (SIN) specified below: SIN No. N-130, dated August 28, 1975, applies to Group I tail rotor blades. SIN No. N-162, dated October 12, 1979, applies to Group II tail rotor blades. (a) Inspect tail rotor blades with 500 or more hours time in service on the effective date of this AD within the next 100 hours additional time in service, or within six (6) calendar months from the effective date of this AD, whichever occurs earlier. (1) For Group I blades, perform the visual and X-ray inspections, corrosion removal, casting procedure, metal treatment procedure, corrosion protection procedure, and fiberglass inspection - repair/spar exterior inspection procedure set forth in Parts I through VIII of the applicable Hughes SIN referenced above. (2) For Group II blades, perform the visual inspection and/or corrosion protection procedure for the tail rotor blade spar interior set forth in Parts I and III of the applicable Hughes SIN referenced above. (b) Inspect tail rotor blades with less than 500 hours time in service on the effective date of this AD prior to accumulating a total time in service of 600 hours, or within six (6) calendar months from the effective date of this AD, whichever occurs earlier. (1) For Group I blades, perform (a)(1) of this AD. (2) For Group II blades, perform (a)(2) of this AD. (c) For blades, P/N 269A6035-17 and 269A6035-19, with serial numbers listed at Part XI - Table 1, of the Hughes SIN referenced above, perform the Rockwell hardness test in accordance with Part XI of the Hughes SIN within the next 100 hours time in service after the effective date of this AD, unless already accomplished. (d) Perform the inspections and procedures described in paragraphs (a)(1) and (a)(2) on Group I and Group II tail rotor blades, respectively, prior to the installation of spare blades or rotors on the aircraft. (e) Perform the Rockwell hardness test specified in Part XI of Hughes SIN No. N-130, dated August 28, 1975, on spare blades or rotors with blades P/N 269A6035-17 and 269A6035-19, with serial numbers listed at Part XI - Table 1, of the referenced SIN, prior to the installation of these blades or rotors on the aircraft. (f) Inspect tail rotor blades at intervals not to exceed twelve (12) months from the last inspection required by this AD, or twelve months from the effective date of this AD for blades identified in paragraphs (g)(1) and (g)(2) as specified: (1) For Group I blades, conduct visual and X-ray inspections specified in Part X of SIN No. N-130 referenced above. (2) For Group II blades, visually inspect per Part I of SIN No. N-162 referenced above. (g) The repetitive inspections of paragraph (f) are applicable to the following blades, however, paragraphs (a), (b), and (d) of this AD need not be accomplished on: (1) Group I blades marked with a green dot as identified in the preface of Hughes SIN No. N-130 referenced above. (2) Group II blades marked with a 1/4 inch diameter white paint dot above the data plate on the rotor blade spar. (h) Repair or rework eligible blades, as specified in the applicable Hughes SIN referenced above, prior to further flight. Blades that exceed limits specified in the Hughes SIN and are, therefore, not repairable must be marked in a conspicuous manner or destroyed, so as to prevent inadvertent return to service. (i) 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 required by this AD. (j) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Office, ANM-170W, FAA, Northwest Mountain Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007. Amendment 39-3608 superseded Amendment 39-2368 (42 FR 740), AD 75-20-01. Amendment 39-3608 became effective November 19, 1979. This Amendment 39-5282 becomes effective May 19, 1986.
2022-04-08: The FAA is superseding Airworthiness Directive (AD) 2020-16- 01, which applied to all Airbus SAS Model A318, A319, A320, and A321 series airplanes. AD 2020-16-01 required repetitive cleaning and greasing of affected cargo door seals (both original equipment manufacturer (OEM) and parts manufacturer approval (PMA) parts). This AD was prompted by reports of low halon concentration in the forward and aft cargo compartments due to air leakage through cargo compartment door seals, and the FAA's determination that improved cargo door seals must be installed and that certain flight operations must be limited until the improved cargo door seals are installed. This AD retains certain actions required by AD 2020-16-01 and requires replacing certain forward and aft cargo compartment door seals with new seals and installing a placard on the cargo compartment doors; and for certain airplanes, revising the existing airplane flight manual (AFM) to implement an operational limitation for certain routes. The FAA is issuing this AD to address the unsafe condition on these products.
2012-12-20: We are adopting a new airworthiness directive (AD) for Turbomeca S.A. Arriel 2C1, 2C2, and 2S2 turboshaft engines. This AD requires replacement of affected digital engine control units (DECUs). This AD was prompted by a report of a helicopter experiencing a DECU malfunction during flight. We are issuing this AD to prevent loss of automatic control on one or both engines installed on the same helicopter, which could result in an uncommanded in-flight engine shutdown, forced autorotation landing, or accident.
98-04-35: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-3 and DC-4 series airplanes, that requires revising the Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
92-25-11: 92-25-11 BRITISH AEROSPACE: Amendment 39-8425. Docket No. 92-NM-153-AD. Applicability: All Model DH/BH/HS/BAe 125 series airplanes, excluding Model BAe 125-1000A, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent rupture of the hydraulic accumulator, failure of one or more hydraulic systems, fire in the tailcone area, and possible structural damage to the aft fuselage, accomplish the following: (a) Within 6 months after the effective date of this AD, accomplish paragraphs (a)(1) and (a)(2) of this AD, in accordance with British Aerospace Service Bulletin SB.29-89-3269A, dated May 22, 1992. (1) Install a placard on the hydraulic box front cover, stating that accumulators must be charged with nitrogen. (2) Review the airplane maintenance records to confirm that the hydraulic accumulators are charged with nitrogen. If these records do not indicate that the accumulators are charged with nitrogen, prior to further flight, discharge the accumulators and recharge them with nitrogen. (b) 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) 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. (d) The installation of the placard and the review, discharge and recharge of the accumulator shall be done in accordance with British Aerospace Service Bulletin SB.29-89-3269A, dated May 22, 1992. (NOTE: The issue date of that service bulletin is indicated only on "Page 1 of 7"; no other page of the document is dated.) 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on January 12, 1993.
2022-05-05: The FAA is adopting a new airworthiness directive (AD) for all Schempp-Hirth Flugzeugbau GmbH Model Ventus-2a and Ventus-2b gliders. This AD was prompted by 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 severe corrosion on the inboard flaperon actuation push rods and ball bearing connecting the flaperon push rod to the bell crank inside the wing. This AD requires inspecting the affected parts of the flaperon control in the wings and taking corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
91-23-06: 91-23-06 FOKKER: Amendment 39-8075. Docket No. 91-NM-58-AD. Applicability: Model F-28 series airplanes, as listed in Fokker Service Bulletin F28/55-28, dated December 21, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent uncommanded movement of the horizontal stabilizer and subsequent reduced controllability of the airplane, accomplish the following: A. Within 90 days after the effective date of this AD, perform a high-frequency eddy current inspection to detect cracks in the horizontal stabilizer attach fittings, in accordance with Parts 1 and 2 of Fokker Service Bulletin F28/55-28, dated December 21, 1990. If cracks are found, prior to further flight, repair or replace affected attach fitting with a serviceable part, in accordance with Part 3 of the service bulletin. B. 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, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment 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 in order to comply with the requirements of this AD. D. The inspection, repair, and replacement requirements shall be done in accordance with Fokker Service Bulletin F28/55-28, dated December 21, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, 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. This amendment (39-8075, AD 91-23-06) becomes effective on December 17, 1991.
2012-11-15: We are adopting a new airworthiness directive (AD) for all BAE SYSTEMS (Operations) Limited Model 4101 airplanes. This AD was prompted by reports of cracking found in the wing rear spar. This AD requires a one-time detailed inspection for cracks, corrosion, and other defects of the rear face of the wing rear spar, and repair if necessary. We are issuing this AD to detect and correct cracking in the rear spar, which could propagate to a critical length, possibly affecting the structural integrity of the area and resulting in a fuel tank rupture, with consequent damage to the airplane and possible injury to its occupants.
98-04-33: This amendment adopts a new airworthiness directive (AD), applicable to all Gulfstream American (Frakes Aviation) Model G-73 (Mallard) and G-73T series airplanes, that requires revising the Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2012-12-04: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. That AD currently requires repetitive external detailed inspections or non-destructive inspections to detect cracks in the fuselage skin along the chem-mill steps at stringers S-1 and S-2R, between station (STA) 400 and STA 460, and repair if necessary. This new AD adds inspections for cracking in additional fuselage skin locations, and repair if necessary. This new AD also reduces the inspection thresholds and repetitive intervals for certain airplanes. This AD was prompted by reports of additional crack findings of the fuselage skin at the chem-mill steps. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin panels at the chem- mill steps, which could result in sudden fracture and failure of the fuselage skin panels, and consequent rapid decompression of the airplane.
2010-10-11: 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: It was reported that after commanding the landing gear lever to down the three green landing gear positioning indication was displayed followed by the LG/LEVER DISAGREE EICAS [engine indicating and crew alerting system] message. The crew decided to continue the approach and landing procedure. As soon as the crew identified that the landing gear was not extended properly, a go-around procedure was successfully performed. During maneuver, the airplane settled momentarily onto the flaps and belly. * * * * * The unsafe condition is the landing gear remaining in the up and locked position during approach and landing. This condition could be accompanied by an invalid EICAS landing gear position indication, which could result in landing with gear in the up position and eliminate controllability of the airplane on the ground. This may consequently result in structural damage to the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-10-08: 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 occurrences of loss of the AC [alternating current] BUS 1 have been reported which led in some instances to the loss of the AC ESS [essential] BUS and DC [direct current] ESS BUS and connected systems. The affected systems include multiple flight deck Display Units (Primary Flight Display, Navigation Display and Upper Electronic Centralised Aircraft Monitoring display). * * * * * The loss of multiple display units, if not corrected expediently during a high workload period, potentially affects the capability of the flight crew and could contribute to a loss of situational awareness and consequent control of the aeroplane, which would constitute an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
75-08-19: 75-08-19 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2167. Applies to Lockheed-California Company Model L-1011-385-1 series airplanes, certificated in all categories. To prevent possible hangups of the rudder pedals due to insufficient clearance in the side panel kickshield splice areas, accomplish the following: (A) Within 200 hours additional time in service, and at intervals not to exceed 200 hours time in service thereafter, after the effective date of this AD, perform a visual inspection of the flight station side panel kickshield joint areas to determine potential rudder pedal interference with the sidewall trim and center-console trim, per the instructions of Part I Lockheed Service Bulletin 093-25-155, dated June 15, 1973, or later FAA-approved revisions. (1) If adequate clearance exists, repeat the inspections at intervals not to exceed 200 hours time in service thereafter until the modifications described in (B), below, is accomplished. (2) If inadequate clearance is found as a result of any of the inspections, either (i) Perform the interim modifications described in Part I, paragraphs (2) or (3), Lockheed Service Bulletin, 093-25-155, dated June 15, 1973, or later FAA-approved revisions, and repeat the inspections of (A), above; or (ii) Perform the modifications described in Part II of the referenced Service Bulletin. (B) On or before July 1, 1975, perform the modification to the side and center/kickshield described in Part II of the referenced Service Bulletin. This modification, when accomplished, constitutes terminating action for this AD. (C) Equivalent inspections and modifications and replacement may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (D) Airplanes may be flown to a base for the accomplishment of the inspections and replacements required by this AD, per FAR's 21.197 and 21.199. This amendment becomes effective April 17, 1975
75-03-06: 75-03-06 MITSUBISHI HEAVY INDUSTRIES LIMITED: Amendment 39-2072. Applies to Mitsubishi Models MU-2B-26 (S/N 328 and below) and MU-2B-36 (S/N 673 and below) airplanes, except those airplanes modified in accordance with Mitsubishi Service Recommendation No. 027, dated September 12, 1974, or an FAA approved equivalent. Compliance required as indicated. To detect cracks and optical distortion in the front windshield outer panes that could result from the discharge of unusually hot defogging air caused by an air conditioning system failure, accomplish the following: (a) Before further flight and thereafter prior to the first takeoff each day, from outside the aircraft, visually check the outer lower edge of the left hand and right hand front windshield outer panes for cracks and small oval shaped optical distortions. The check required by this AD may be performed by the pilot. NOTE: Distortions generally appear at the same intervals as those of the defogging air outlet holes,approximately 0.5 inches apart, and in an area approximately 0.8 inches above the top of the outside bottom windshield retainer edge. Particular attention should be given to these areas during the checks required by paragraph (a). (b) If cracks or small oval shaped optical distortions are found during a check required by paragraph (a), before further flight, accomplish the following and continue to check in accordance with paragraph (a) of this AD: (1) Replace the windshield outer pane in which a crack or optical distortion is found in accordance with the performance rules of FAR 43.13. NOTE: Mitsubishi replacement windshield part numbers are as follows: Aircraft with electrically heated windshields incorporated in accordance with Mitsubishi Service Recommendation No. 014 - Windshield part numbers 010A-931026-11 and -12. Other aircraft - Serial numbers 4 through and including 7 - Windshield part numbers 010A-31026-1 and -2; Serial numbers 8 and up - Windshield part numbers010A-31450-1 and -2. (2) Correct the malfunctioning of the air conditioning system in accordance with the performance rules of FAR 43.13. (c) The inspections required by paragraphs (a) and (b) of this AD may be discontinued upon the incorporation of the modification specified in Mitsubishi Service Recommendation No. 027, dated September 12, 1974, or an FAA approved equivalent. (d) Notwithstanding the compliance time for repair specified in paragraph (b) of this AD, the aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed; provided that, the aircraft is not pressurized. This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made effective upon receipt of the airmail letter dated November 13, 1974, that contained this amendment.
2012-11-05: We are superseding an existing airworthiness directive (AD) for Enstrom Helicopter Corporation (Enstrom) Model F-28C, F-28C-2, F- 28F, 280C, 280F, 280FX, TH-28, 480, and 480B helicopters to add another trim relay to the applicability and to revise the modification instructions. This AD is prompted by the discovery that another part- numbered trim relay, inadvertently omitted from the current AD, may contain the same unsafe condition. These actions are intended to prevent failure of the cyclic trim system and subsequent loss of control of the helicopter.
98-04-32: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-14 and L-18 Series Airplanes series airplanes, that requires revising the Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
87-12-10: 87-12-10 BRITISH AEROSPACE (BAe): Amendment 39-5653. Applies to all BAe Model 125-800 series airplanes listed in BAe Service Bulletin 53-62-(3127), Revision 1, dated October 15, 1986, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the ventral fuel tank aft support fitting, accomplish the following: A. Within the next 45 days after the effective date of this AD, unless accomplished within the last 45 days, and thereafter at intervals not to exceed 90 days, until replaced in accordance with paragraph C., below, visually inspect the ventral fuel tank aft attachment for corrosion and cracking in accordance with BAe Service Bulletin 53-62-(3127), Revision 1, dated October 15, 1986. B. Parts showing evidence of corrosion or found cracked must be replaced before further flight with a steel fitting in accordance with BAe Service Bulletin 53-63-(3127), Revision 1, dated October 15, 1986. C. Within oneyear after the effective date of this AD, unless already accomplished, replace the ventral tank aft attachment fittings with a new steel part in accordance with paragraph B., above. This constitutes terminating action for the inspections required by paragraph A., above. D. 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. E. 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 inspections and/or modification required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., Service Bulletin Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the 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 July 30, 1987.
90-23-04: 90-23-04 AIRBUS INDUSTRIE: Amendment 39-6793. Docket No. 90-NM-208-AD. Applicability: All Model A320 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the loss of pitch electronic control and resultant reduced controllability of the airplane in the event of the trimmable horizontal stabilizer (THS) actuator control jamming, accomplish the following: A. Within 7 days after the effective date of this AD, and thereafter at intervals not to exceed 7 days, perform a test to check the availability of pitch control through both the SEC 1 and SEC 2, in accordance with Airbus Industrie Service Bulletin A320-27-1031, Revision 1, dated August 15, 1990. B. If electrical pitch control is not available through both SEC 1 and SEC 2, repair prior to further flight and test again, in accordance with Airbus Industries Service Bulletin A320- 27-1031, Revision 1, dated August 15, 1990. Following repair, repeat the test required by paragraph A. of this AD at intervals not to exceed 7 days. 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 information from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700Blagnac, France. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6793, AD 90-23-04) becomes effective on November 19, 1990.
2012-11-10: We are adopting a new airworthiness directive (AD) for Alpha Aviation Concept Limited Model R2160 Airplanes. 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 oil lines fitted to affected aircraft are not fire resistant. We are issuing this AD to require actions to address the unsafe condition on these products.
98-04-37: This amendment adopts a new airworthiness directive (AD), applicable to certain Sabreliner Model NA-265-40, -60, -70, and -80 series airplanes, that requires revising the Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
97-14-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Gulfstream Model G-159 (G-I) airplanes, that currently requires repetitive inspections to detect cracking in the mounting lugs of the elevator trim tab actuators, and replacement, if necessary. This amendment requires the installation of improved elevator trim tab actuators that are not susceptible to the subject cracking. This amendment is prompted by the development of a modification that positively addresses the identified unsafe condition. The actions specified by this AD are intended to prevent failure of the mounting lugs on the elevator trim tab actuator due to cracking; such failure could result in severe vibration during flight and/or reduction or loss of elevator trim tab capability, which could lead to reduced controllability of the airplane.