Results
2010-06-01: 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: Two incidents [of near mid-air collision] have occurred on Airbus A320 Family aircraft during [a] Resolution Advisory with Traffic Alert and Collision Avoidance System (TCAS). One of the Human-Machine Interface (HMI) factors was the lack of visibility of relevant information on the Primary Flight Display (PFD). This condition, if not corrected, could result in erroneous interpretation of TCAS Resolution Advisories, leading to an increased risk of mid-air collision. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
96-19-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires inspections to detect cracking of the Hi-lok bolt holes in the main hinge fittings of the horizontal stabilizer, and repair, if necessary. The amendment also requires modification of the main hinge fitting, modification or replacement of rib connecting angles, and modification of ribs. This amendment is prompted by a report indicating that cracking was found in the main hinge fittings of the horizontal stabilizer during fatigue testing. The cracking was a result of higher-than-anticipated loads induced during operation of the thrust reverser. The actions specified by this AD are intended to prevent deterioration of the fatigue life of the main hinge fittings of the horizontal stabilizer and reduced structural integrity of the horizontal stabilizer due to higher induced loads.
2010-05-04: We are adopting a new airworthiness directive (AD) for all Model MD-90-30 airplanes. This AD requires repetitive inspections for cracking of the overwing frames at stations 883, 902, 924, 943, and 962, left and right sides, and corrective actions if necessary. This AD results from reports of cracked overwing frames. We are issuing this AD to detect and correct such cracking, which could sever the frame, increase the loading of adjacent frames, and result in damage to adjacent structure and loss of overall structural integrity of the airplane.
93-01-19: 93-01-19 BOEING: Amendment 39-8473. Docket 92-NM-130-AD. Supersedes AD 89-08-07, Amendment 39-6186. \n\n\tApplicability: Model 767 series airplanes with entry or service doors equipped with slide rafts; line positions 002 through 409, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo ensure opening of entry/service doors when required for emergency evacuation, accomplish the following: \n\n\t(a)\tFor airplanes having line positions 132, 136, and 140 through 409, inclusive: Within 350 flight hours after May 9, 1989 (the effective date of AD 89-08-07, Amendment 39- 6186), perform an operational check on each entry/service door to detect a broken counterbalance inner torsion spring, in accordance with Boeing Alert Service Bulletin 767-52A0053, dated August 25, 1988; or Revision 1, dated December 22, 1988. \n\n\t\t(1)\tRepeat this operational check thereafter at intervals not to exceed 350 flight hours, until the requirements of paragraph (b) of this AD are accomplished. \n\n\t\t(2)\tIf any broken counterbalance inner torsion spring is detected during an operational check, prior to further flight, replace it with an airworthy part in accordance with the service bulletin. After replacement of any counterbalance inner torsion spring, continue to perform the operational checks at intervals not to exceed 350 flight hours until the requirements of paragraph (b) of this AD are accomplished. \n\n\t(b)\tFor airplanes having line positions 002 through 409, inclusive: Within 425 flight hours after the effective date of this AD, or within 425 flight hours after the last operational check accomplished in accordance with paragraph (a) of this AD, whichever occurs first, determine if the entry/service doors are equipped with a counterbalance assembly using a titanium inner torsion spring, a counterbalance assembly rated for escape slides, an improved counterbalance assembly, or an improved graphite-composite innertorsion spring; and if further action is necessary; in accordance with Section III, paragraphs A. through F., of Boeing Service Bulletin 767-52A0053, Revision 2, dated April 30, 1992. The airplane records may be reviewed in order to make this determination. \n\n\tNOTE: The part numbers of the "improved" parts referred to in this AD are specified in Section III, paragraphs A. through F., of Boeing Service Bulletin 767-52A0053, Revision 2, dated April 30, 1992. \n\n\t\t(1)\tFor those doors equipped with a counterbalance assembly using titanium inner torsion springs, a counterbalance assembly rated for escape slides, an improved counterbalance assembly, or an improved graphite-composite inner torsion spring, no further action is required. \n\n\t\t(2)\tFor those doors not equipped with a counterbalance assembly using a titanium inner torsion spring, a counterbalance assembly rated for escape slides, an improved counterbalance assembly, or an improved graphite-composite inner torsion spring: Prior to further flight, perform an operational check to detect the existence of a broken inner torsion spring, in accordance with Section III, paragraph G., of the Boeing service bulletin. \n\n\t\t\t(i)\tIf any broken inner torsion spring is found, prior to further flight, accomplish the procedures specified in either paragraph (b)(2)(i)(A) or (b)(2)(i)(B) of this AD: \n\n\t\t\t\t(A)\tReplace the spring with an airworthy part in accordance with Section III., paragraph G., of the Boeing service bulletin, and repeat the operational check at intervals not to exceed 425 flight hours; or \n\n\t\t\t\t(B)\tInstall an improved counterbalance assembly or an improved graphite-composite inner torsion spring, in accordance with Section III, paragraph H., of the Boeing service bulletin. Such installation constitutes terminating action for the requirements of this AD. \n\n\t\t\t(ii)\tIf no broken inner torsion spring is found, accomplish the procedures specified in either paragraph (b)(2)(ii)(A) or (b)(2)(ii)(B) of this AD: \n\n\t\t\t\t(A)\tRepeat the operational check at intervals not to exceed 425 flight hours; or \n\n\t\t\t\t(B)\tInstall an improved counterbalance assembly or an improved graphite-composite inner torsion spring, in accordance with Section III, paragraph H., of the Boeing service bulletin. Such installation constitutes terminating action for the requirements of this AD. \n\n\t(c)\tInstallation of a counterbalance assembly using a titanium inner torsion spring, a counterbalance assembly rated for escape slides, an improved counterbalance assembly, or an improved graphite-composite inner torsion spring, in accordance with Section III, paragraph H., of Boeing Service Bulletin 767-52A0053, Revision 2, dated April 30, 1992, constitutes terminating action for the requirements of this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\tSpecial 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. \n\n\t(f)\tThe operational checks and replacement procedures shall be done in accordance with Boeing Service Bulletin 767-52A0053, Revision 2, dated April 30, 1992. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\t(g)\tThis amendment becomes effective on March 10, 1993.
96-02-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires installation of locking plates at the guide bushings in the area of the spigot bolt for certain aft flap track attachments. This amendment is prompted by reports of these guide bushings migrating out of position and resulting in a partial transfer of loads from the main attachment spigot bolt to two fail-safe bolts. Since the fail-safe bolts can withstand such loads for only a limited time, they can eventually fail and allow the wing flap to separate from the airplane. The actions specified in this AD are intended to prevent separation of the wing flap, which can lead to reduced controllability of the airplane and injury to persons or damage to property on the ground.
2010-04-14: We are adopting a new airworthiness directive (AD) for all Augustair, Inc. Models 2150, 2150A, and 2180 airplanes. This AD requires you to inspect the vertical stabilizer front spar for cracks and loose fasteners, repair any cracks and loose fasteners found, and reinforce the vertical stabilizer spar regardless if cracks are found. This AD results from six reports of airplanes with a cracked vertical stabilizer front spar. We are issuing this AD to detect and correct cracks in the vertical stabilizer front spar, which could result in separation of the vertical stabilizer from the airplane. This failure could lead to loss of control.
95-15-12: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1 and Jetstream series 200 airplanes. This action requires incorporating operating limitations that revise the maximum flap operating speed for DOWN flaps to 120 knots indicated airspeed (KIAS), and prohibit extending the flaps beyond the take-off position if ice is visible on the airplane. An incident where an airplane of similar type design to the affected airplanes experienced sudden pitch down because of the accumulation of over one inch of ice prompted the proposed action. The actions specified by this AD are intended to prevent sudden pitch down of the airplane during icing conditions, which could lead to loss of control of the airplane.
96-15-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 and 0070 series airplanes, that requires modification of the wheel brake assembly on the main landing gear. This amendment is prompted by reports of aluminum brake pistons that have ballooned and failed. The actions specified by this AD are intended to prevent such failure of the pistons, which could result in leakage of the hydraulic fluid, resultant loss of braking capability, and a possible brake fire.
2010-03-04: 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: An operator reported a short circuit between a generator power cable and an anti-ice shutoff valve, which was caused by chafing between the cable and the valve; the insulation of the cable and surrounding sleeve were worn off. An investigation revealed that a scarce clearance between the cables and adjacent parts, together with vibrations of generator power cables favoured by insufficient clamping, was the root cause of the damage. If left uncorrected, this situation could lead to short circuits with possible fire and/or loss of important aircraft systems. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-03-07: 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 has been found occurrences of main landing gear (MLG) trailing arm pins broken due to a fatigue mechanism induced by an excessive torque applied during the assemblage of auxiliary door support attachment and consequent deformation of the MLG trailing arm axle. A broken pin can lead to loss of the MLG trailing arm axle, disconnecting the trailing arm from the main strut, which affects the airplane controllability on ground. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
95-03-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-600-1A11, -2A12, and -2B16 series airplanes, that requires a functional check and a test of the idle stop function of the engine throttle quadrant; repair or replacement, if necessary; and eventual replacement of the engine throttle quadrant with a new model. This amendment is prompted by reports of unintentional engine shutdown on certain of these airplanes due to problems associated with operation of the engine throttle quadrant. The actions specified by this AD are intended to ensure the proper operation of the throttle quadrant so as to prevent inadvertent shutdown of an engine while the airplane is taxiing or in flight.
94-11-10: This document adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes, that requires modification of certain evacuation door slides. This amendment is prompted by a report that, during flight crew training, the toe end of the slide lane tore. The actions specified by this AD are intended to prevent damage to the slide, which could render the slide unusable, contribute to injury of passengers on the slide, and delay or impede the evacuation of passengers during an emergency.
2010-02-06: 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: Cracks have been found in central spreaders P/N [part number] 92-000100-200-1 or P/N 92-000101-200-1. This may heavily affect the structural integrity of the seat. Failure of the central spreaders could result in injury to an occupant during emergency conditions. We are issuing this AD to require actions to correct the unsafe condition on these products.
94-09-14: This amendment adopts a new airworthiness directive (AD), applicable to certain SAAB Model SAAB 340B series airplanes, that requires replacement of the existing actuator assembly on the motor operated fuel valve assembly with a new, improved actuator assembly. This amendment is prompted by electromagnetic interference (EMI) tests, which indicate that the actuator assemblies of certain fuel shut-off valves may fail to function after exposure to EMI, such as lightning or high intensity radiated fields. The actions specified by this AD are intended to prevent loss of function of the fuel shut-off valves, which could result in unchecked fuel leakage or fuel imbalance after fuel system failure.
97-03-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires repetitive inspections to detect cracking of the offset lightening hole on the drag brace of the left and right main landing gear (MLG); and replacement of these braces with braces having a centralized lightening hole. This replacement terminates the repetitive inspections. This amendment is prompted by a report indicating that fatigue cracking was detected on the upper link of a drag brace. The actions specified by this AD are intended to prevent fatigue cracking of the drag braces of the MLG, which, if not corrected, could cause the MLG to fail and, consequently, result in reduced controllability of the airplane during takeoff, landing, and taxiing.
2010-01-12: 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: The result of re-assessment of rotor burst analysis has shown the possibility of loss of electrical power supply to the following aircraft systems: Air Data System (ADS), Ailerons, Multifunctional spoilers and rudder, which result in loss of the aircraft pitch and yaw control. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
95-19-05: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146-100A and -200A airplanes, that requires modification of the glareshield and certain electrical equipment of the airplane. This amendment is prompted by a report indicating that, if the lift spoilers fail to deploy on landing, the flight crew may not receive any indication that this situation exists. The actions specified by this AD are intended to ensure that the flight crew is advised when the lift spoilers fail to deploy on landing; such failure could result in the airplane overrunning the end of the runway during landing.
94-10-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T94-10-51 that was sent previously to all known U.S. owners and operators of certain Airbus Model A300, A300-600, and A310 series airplanes by individual telegrams. This AD requires a detailed visual inspection to detect cracks, delamination, or discoloration of the bus bar of certain aft fixed side cockpit windows; and deactivation of the window heating system and repetitive detailed visual inspections, or replacement of the window with a modified window, if necessary. This amendment is prompted by a report of fracture of a fixed cockpit window that led to electrical arcing in the bus bar area of the window heating system on a Model A300 series airplane. The actions specified by this AD are intended to prevent decompression of the fuselage during flight due to failure of a window.
96-23-01: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, A Division of Textron Canada, Ltd. (BHTC) Model 206L-1 helicopters that have a Kratos turbine outlet temperature (TOT) indicator (Kratos indicator) installed, that requires replacing certain Kratos indicators. This amendment is prompted by manufacturer's tests and FAA analyses that show certain Kratos indicators may incorrectly provide low-temperature readings when the battery voltage is below 10 volts. The actions specified by this AD are intended to prevent false low-temperature indications, which could result in overheating of the engine turbine (turbine) and subsequent thermal fatigue damage to the turbine wheel.
2010-01-08: We are adopting a new airworthiness directive (AD) for certain Model 737-600, -700, and -800 series airplanes. This AD requires an inspection of the free flange, vertical web, and radius between the free flange and vertical web of the lower stringers of the wing center section for drill starts, and applicable related investigative and corrective actions. This AD results from drill starts being found on the free flange of the lower stringers of the wing center section during a quality assurance inspection at the final assembly plant. We are issuing this AD to prevent cracks from propagating from drill starts in the free flange, vertical web, and radius between the free flange and vertical web of the lower stringers of the wing center section lower stringers, which could cause a loss of structural integrity of the wing center section and may result in a fuel leak.
96-05-06: This amendment adopts a new airworthiness directive (AD), applicable to all Canadair Model CL-215-1A10 series airplanes. This action requires a one-time inspection of the main distribution center for loose or missing attachment hardware, and correction of any discrepancy identified. This amendment is prompted by a report of total loss of electrical power on one airplane during flight, which was caused by shorting out of the voltage regulator in the main distribution center. The actions specified in this AD are intended to prevent total electrical failure during flight, which could adversely affect the continued safe flight of the airplane.
71-09-07 R1: 71-09-07 R1 CESSNA: Amendment 39-1202 as amended by Amendment 39-5445. Applies to turbocharged Models TU206 Series, TP206 Series, T207 Series (all serial numbers), and Models T210 thru T210N (Serial Numbers T210-0001 through T210-0454 and 21059200 through 21064897) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD. To prevent exhaust gases from entering the cabin, accomplish the following: (a) Within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished within the last 25 hours TIS, and thereafter at intervals not to exceed 50 hours TIS since the last inspection per this AD prior to its revision, inspect the exhaust manifold heat exchanger in accordance with the following: (1) Test the complete exhaust manifold in the cabin heat exchanger area for cracks in accordance with the following procedures, or the more detailed procedures, outlined in the Cessna Service Manuals for the specified airplanes. (i) Remove the heater shroud so that all surfaces of the exhaust manifold heat exchanger are exposed. (ii) Attach the pressure side of an industrial vacuum cleaner to the tailpipe opening, using a rubber plug to effect a seal as required. (iii) With vacuum cleaner operating, check the complete exhaust manifold in the heat exchanger area manually by feel or by using a soap solution and watching for bubbles. The exhaust manifold in the heat exchanger area must be free of air leaks. (2) If cracks, breaks, or any leakage along the exhaust manifold cabin heat exchanger are found during the pressure test required by paragraph (a)(1) of this AD, prior to further flight replace the defective part with an airworthy part. NOTE: Cessna Service Letter SE71-11, dated April 16, 1971, covers this same subject. (b) An equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Cessna Aircraft Company, Piston Aircraft Marketing Division, Post Office Box 1521, Wichita, Kansas 67201; or the FAA, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. Amendment 39-1202 became effective May 4, 1971. This amendment, 39-5445, becomes effective on November 26, 1986.
T83-03-51: T83-03-51 AVCO LYCOMING: Telegram issued February 4, 1983. Applies to Avco Lycoming ALF502 series model turbofan engines. Unless already accomplished for all engines having less than 100 hours total operating time, within the next 10 engine operating hours, remove all fourth stage turbine rotors assembly P/N 2-141-170-23 or -27 and replace with a rotor which has satisfactorily met the etch inspection requirements for the blades per Avco Lycoming Service Bulletin ALF502-72-0038. NOTE: Avco Lycoming will provide replacement fourth stage turbine rotors which have been etch inspected per Service Bulletin ALF502-72-0038. Airplanes may be ferried in accordance with the provisions of FAR 21.197 to a base where the AD can be accomplished. Upon request of an operator an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Branch, FAA, New England Region. This airworthiness directive becomes effectiveupon receipt.
47-02-03: 47-02-03 MCDONNELL DOUGLAS: Amendment 39-3720. (Was Mandatory Note 11 of AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\n\tTo be accomplished not later than August 1, 1947. \n\n\tBecause of failures in service of the main 9" Douglas aluminum accumulator, it is necessary to replace it with at least one 7 1/2" steel accumulator, Bendix P/N 406920 or Vickers P/N AA14308B, or Vickers 10" accumulator Model AA-14310. \n\n\t(Douglas Service Bulletin DC-4 No. 9 and Addendum dated January 6, 1956 cover the same subject.) \n\n\tThis Amendment 39-3720 becomes effective March 27, 1980.
2009-26-04: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires repetitive lubrication of the left and right main landing gear (MLG) forward trunnion pins; and an inspection for discrepancies of the transition radius, lead-in chamfer, and cross- bolt bore of the MLG forward trunnion pins, and repair or replacement if necessary. Doing the applicable inspections and repairs/ replacements, or overhauling the trunnion pins ends the repetitive lubrication requirements of this AD. For airplanes on which a certain repair is done, this AD requires repetitive inspections for discrepancies of the transition radius. This AD results from a report that the protective finishes on the forward trunnion pins for the left and right MLG might have been damaged during final assembly. We are issuing this AD to prevent cracking of the forward trunnion pin, which could result in fracture of the pin and consequentcollapse of the MLG.