Results
2002-02-07: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A330 and A340 series airplanes, that requires repetitive inspections and operational checks of the spring function of the emergency exit door slider mechanism, and corrective action if necessary. This action is necessary to prevent failure of the spring locking function of the slider mechanism due to corrosion, which could result in the escape slide detaching from the airplane in an emergency evacuation. This action is intended to address the identified unsafe condition.
2002-02-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and A300 B4; A300 B4-600, B4-600R, and F4-600R (collectively called A300-600); and A310 series airplanes. This AD requires repetitive overhaul, including associated modifications, of the ram air turbine (RAT). This action is necessary to prevent failure of the RAT to deploy or operate properly in the event of an emergency, which could result in reduced hydraulic pressure or electrical power on the airplane. This action is intended to address the identified unsafe condition.
92-20-03: 92-20-03 BRITISH AEROSPACE: Amendment 39-8377. Docket No. 92-NM-98-AD. Applicability: Model DH/HS 125 series airplanes; as listed in British Aerospace Service Bulletin SB 57-76, dated December 31, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of structural integrity and possible collapse of the main landing gear (MLG) on landing or take-off, accomplish the following: (a) Within 12 months after the effective date of this AD, perform a one-time visual inspection to detect corrosion on the MLG support brackets, rear spar sections, inboard flap hinge arms, and associated attachment hardware, in accordance with British Aerospace Service Bulletin SB 57-76, dated December 31, 1991. (b) If no corrosion is found on the MLG support brackets, rear spar sections, inboard flap hinge arms, and associated attachment hardware, no further action is necessary. (c) If any corrosion is found on the MLG support brackets, rear spar sections, and inboard flap hinge arms, prior to further flight, replace any corroded parts found, or repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) If corrosion is found on any associated attachment hardware that is within the limitations specified in the Structural Repair Manual (SRM) Chapter 51 10, prior to further flight, replace or repair in accordance with the SRM. (e) If corrosion is found on any associated attachment hardware that is beyond the limitations specified in the Structural Repair Manual (SRM) Chapter 51 10, prior to further flight, replace or repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (f) 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. (g) 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. (h) The inspection shall be done in accordance with British Aerospace Service Bulletin SB 57-76, dated December 31, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from 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. (i) This amendment becomes effective on November 17, 1992.
2017-22-06: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. This AD was prompted by reports of fuel leaks in the engine and auxiliary power unit (APU) electrical fuel pump (EFP) cartridge/canister electrical connectors and conduits. This AD requires repetitive inspections for fuel leakage at the engine and APU fuel pumps, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2002-02-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A330-243, -341, -342, and -343 series airplanes. This action requires modifying the rear engine mount by replacing the existing fail-safe link with a new, improved fail-safe link. This action is necessary to prevent failure of the fail-safe link of the rear engine mount, which, in combination with failure of the primary load path for the engine, could result in separation of the engine from the airplane. This action is intended to address the identified unsafe condition.
85-25-01: 85-25-01 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5181. Applies to Model 206A, 206B, 206L, 206L-1, and 206L-3 helicopters, certificated in any category. Compliance is required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To prevent failure of the cyclic control stick, accomplish the following: (a) Perform the "Accomplishment Instructions" of BHTI Alert Service Bulletin (ASB) 206-85-29, dated June 21, 1985, for the Model 206A or 206B; or ASB 206L-85-36, dated June 21, 1985, for the Model 206L, 206L-1, or 206L-3, as appropriate. (b) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Helicopter Certification Branch, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101. (c) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the inspection and repair procedures required by this AD may be accomplished. The 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 Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined in Room 158, Building 3B, Office of Regional Counsel, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, between 8 a.m. and 4 p.m., weekdays, except Federal holidays. This amendment becomes effective December 30, 1985.
2017-22-01: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. This AD requires adding operating limitations to a rotorcraft flight manual (RFM). This AD is prompted by test results showing decoupling of the flight director (FD) in certain flight conditions. The actions of this AD are intended to address an unsafe condition on these products.
2002-03-05: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes, that requires, among other things, repetitive leak tests of the lavatory drain systems and repair, if necessary; installation of a lever lock cap, vacuum breaker check valve, or flush/fill line ball valve on the flush/fill line; periodic seal changes; and replacement of "donut" type waste drain valves installed in the waste drain system. This amendment is prompted by continuing reports of damage to engines, airframes, and property on the ground, caused by "blue ice" that forms from leaking lavatory drain systems on transport category airplanes and subsequently dislodges from the airplane fuselage. The actions specified by this AD are intended to prevent such damage associated with the problems of "blue ice."
2002-02-11: This amendment adopts a new airworthiness directive (AD) that applies to all Pilatus Britten-Norman Limited (Pilatus Britten-Norman) BN-2, BN-2A, BN-2B, BN-2T, and BN2A MK. III series airplanes. This AD requires you to repetitively inspect certain oleo attachment brackets for cracks and replace any cracked bracket found during any inspection. In working with the United Kingdom, we have determined that the bracket may, as an option, be replaced with a newly designed steel bracket, increasing the length of time between the repetitive inspections. The actions specified by this AD are intended to detect and correct cracked oleo attachment brackets. Such a condition could cause the attachment bracket to fail, which could result in detachment of the main landing gear.
2002-02-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200, -200C, -300, and -500 series airplanes, that requires replacement of the bolt and self- locking nut on the primary support pin of the main landing gear (MLG) support beam with a new bolt, castellated nut, washer, and cotter pin. This action is necessary to prevent the loosening and loss of the support pin retaining bolt on the MLG, which could result in the loosening and movement of the support pin and consequent cracked support fittings and collapse of the MLG. This action is intended to address the identified unsafe condition.
86-16-02: 86-16-02 GROB WERKE GMBH (Burkhart Grob): Amendment 39-5365. Applies to Models G103 TWIN II and G103A TWIN II ACRO gliders (serial numbers 3501 through 3715 and 3544-K-1 through 3709-K-45) certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent the failure of front cockpit airbrake operating lever, P/N 103B-4270, which could result in the loss of airbrake control, accomplish the following: (a) Within the next 10 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 10 hours time-in-service after the last inspection, until compliance with Paragraph (c) is accomplished, visually inspect airbrake operating lever for cracks and buckling in accordance with Part 1 of the "Instructions" section of Grob Technical Information No. TM 315-29, dated October 1, 1985. (b) If a defective lever is found during the inspection required by Paragraph (a) of this AD, before further flight, replace the airbrake operating lever with a reinforced airbrake operating lever in accordance with part 2 of the "Instructions" section of Grob Technical Information No. TM 315-29, dated October 1, 1985, and Grob Repair Instructions No. 315-29, dated October 1, 1985. (c) Within the next 50 hours time-in-service but no later than 90 days after the effective date of this AD, replace any airbrake operating lever not replaced in accordance with Paragraph (b) of this AD with a reinforced airbrake operating lever in accordance with Part 2 of the "Instructions" section of Grob Technical Information No. TM 315-29, dated October 1, 1985, and Grob Repair "Instructions" No. 315-29, dated October 1, 1985. NOTE: Reinforced airbrake operating lever does not have a new part number. It can be identified as it is 40 mm wide versus 30 mm for the original part. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de la Loi B-1040 Brussels, Belgium, Telephone No. 513.38.30 ext. 2710, or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, Telephone No. (516) 791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Grob Technical Information No. 315-29, dated October 1, 1985, and Grob Repair Instructions No. 315-29, dated October 1, 1985, identified and described in this document, 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 Grob Systems, Inc., Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817. These documents also may be examined at the Office of Regional Counsel, Room 311, Rules Docket 86-ANE-30, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective August 8, 1986.
99-23-06: This amendment adopts a new airworthiness directive (AD), applicable to all Aerospatiale Model SN-601 (Corvette) series airplanes, that requires repetitive inspections, and repair if necessary, of the locking indication system of the drag strut jack on the main landing gear (MLG) to detect corrosion and damage resulting from its operation. This proposal also requires replacement of seals and backup rings with new parts. 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 failure of the locking indication system of the drag strut jack on the MLG due to corrosion. Such corrosion could prevent the MLG from locking and result in the subsequent collapse of the MLG.
2017-21-02: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes); and Model A310 series airplanes. This AD was prompted by a report of cracking in the door sill area of the aft cargo door. This AD requires repetitive inspections of the aft cargo door lower torsion box area, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2001-26-55: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-26-55, which was sent previously to all known U.S. owners and operators of Eurocopter France (ECF) Model AS350B, AS350B1, AS350B2, AS350BA, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters by individual letters. This AD requires, before further flight and thereafter at specified intervals, visually checking the tail rotor blade (blade) skin for a crack and replacing any cracked blade before further flight. This AD is prompted by the discovery of cracks in the skin of a blade. The actions specified by this AD are intended to prevent failure of the blade, which could result in severe vibration, loss of the tail rotor gearbox (TGB), and subsequent loss of control of the helicopter.
2017-21-09: We are adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 170 airplanes and Model ERJ 190-100 STD, -100 LR, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by an evaluation by the design approval holder indicating that the forward pressure bulkhead is subject to widespread fatigue damage. This AD requires repetitive detailed inspections of the web aft face of the forward pressure bulkhead for any cracking and discrepancy, and repair if necessary. This AD also requires modification of the forward pressure bulkhead, which would terminate the inspections. We are issuing this AD to address the unsafe condition on these products.
52-12-03: 52-12-03 LOCKHEED: Applies to Models 49-46, 149-46, 649-79, 649A-79, 749-79, 749A-79, C-121A, and VC-121B Aircraft. Compliance required as indicated. Inspect the following by August 1, 1952: 1. Bulkhead ring at Station 527.6 for cracks in channel bend radius P/N 283984-2 and -3 for Models 49 and 149, and P/N 285772-2 and -3 for all other models, as well as bracket P/N 252886 for all models. 2. Inspect for and replace any missing or broken screws through the outer flange of the bulkhead 527 visible under fillet. If no cracks are found on first inspection, reinspect at 2,000-hour intervals until total airplane time reaches 8,000 hours. After 8,000 hours, reinspect at approximately 600-hour intervals. If cracks are found, operation may continue prior to repair provided cracks are marked and reinspected at approximately 200-hour intervals and, further, provided: (1) Total length of all cracks on one side of airplane does not exceed sum of 2 1/2 inches not counting cracks, if any, in bracket 252886; (2) Cracks in bracket 252886 left or right do not exceed sum of 2 inches. If cracks exceed either 2 1/2 inches in the channel or 2 inches in bracket, repair by either the interim fix method or final fix. The interim fix may be accomplished by bolting steel blocks tightly to each side of bulkhead ring webs in the vicinity of the cracks, with additional bolts through the steel flange of the ring and tapped into the steel blocks. (Lockheed Service Bulletin No. 49/SB-714 covers this repair.) The final fix consists primarily of replacing the aluminum alloy bracket, P/N 252886, with a heat-treated alloy steel bracket of approximately the same dimensions except for gage, and adding 0.078 inch heat-treated alloy steel doublers to the cracked channels, all parts securely bolted together. (Lockheed Service Bulletin No. 49/SB-715 describes this reinforcement.) If the interim fix as described by Lockheed Service Bulletin No. 49/SB-714, or equivalent, has been complied with, the inspection period may be increased to approximately 400-hour intervals until the final fix is applied. If the final fix, as described in Service Bulletin No. 49/SB- 715, or equivalent, is complied with, no further inspections are necessary. The term "approximately" is used in connection with the inspection periods to provide flexibility so that these periods may be integrated with operators' regular inspection periods, nearest to the periods specified herein.
2002-02-09: This amendment adopts a new airworthiness directive (AD), that is applicable to GE CF6-45 and CF6-50 series turbofan engines. This AD requires a reduction of the cyclic life limit for certain low pressure turbine rotor (LPTR) stage 2 disks, and requires removing certain LPTR stage 2 disks from service before exceeding the new, lower cyclic life limit. In addition, this amendment requires removing from service certain LPTR stage 2 disks that currently exceed, or will exceed, the new, lower cyclic life limit according to the compliance schedule described in this action. This amendment is prompted by a report of a cracked LPTR stage 2 disk found initially by flourescent penetrant inspection and later confirmed by a visual inspection. The actions specified by this AD are intended to prevent an uncontained engine failure and damage to the airplane, resulting from cracks in the LPTR stage 2 disk.
2025-11-10: The FAA is adopting a new airworthiness directive (AD) for Cameron Balloons Ltd. (Cameron) fuel cylinders fitted with certain pressure relief valve (PRV) adaptors on hot air balloons. This AD was prompted by the discovery of cracks on the upper hex portion of PRV adaptors. This AD requires repetitively visually checking the PRV adaptor for cracks and removing any fuel cylinder with a cracked PRV adaptor from service. The FAA is issuing this AD to address the unsafe condition on these products.
88-05-03: 88-05-03 BRITISH AEROSPACE: Amendment 39-5859. Applies to Model HS 748 series airplanes, certificated in any category. Compliance required within 60 days after the effective date of this AD, unless already accomplished. To prevent reduced controllability of the airplane caused by interference between the spring strut rudder lock control and the lower rudder hinge box, accomplish the following: A. Inspect the spring strut rudder lock control and reorient, if necessary, in accordance with British Aerospace HS-748 Service Bulletin 27/109, dated October 29, 1985. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, FAA, Northwest Mountain Region. C. Airplanes may be flown to a maintenance base for repairs or replacements in accordance with FAR 21.197 and 21.199. All persons affected by this airworthiness directive who have not already received copies of the appropriate service bulletin from the manufacturer may obtain copies upon request to British Aerospace PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way, Seattle, Washington. This amendment becomes effective April 6, 1988.
2023-03-14: The FAA is adopting a new airworthiness directive (AD) for all Schempp-Hirth Flugzeugbau GmbH Model Duo Discus and Duo Discus T 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 identifies the unsafe condition as the airbrake becoming blocked or jammed in an extended position during high airspeed due to an incorrect adjustment on the airbrake system. This AD requires repetitively inspecting the airbrake system and taking corrective action as necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2002-02-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Eagle Aircraft Pty. Ltd. (Eagle) Model 150B airplanes. This AD requires you to modify the attachment of the port and starboard throttle arms, and the starboard bushing of the throttle torque tube. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. The actions specified by this AD are intended to prevent failure of the throttle control assembly caused by rivets of the wrong size. Such failure could lead to reduced control of the airplane.
85-01-51: 85-01-51 EMBRAER: Amendment 39-5004. Applies to Models EMB-110P1 and EMB-110P2 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 18 hours time-in-service after the effective date of this AD unless either previously accomplished within the past 50 hours time-in-service or modified per paragraphs d) and e) of AD 83-14-09. To preclude possible structural failure of the empennage assembly, accomplish the following: (1) Remove elevator preload springs from cross brace in empennage. (2) Remove the cross brace in the empennage that contains the elevator preload springs (rivets will have to be drilled out). (3) Gain access to the affected area through the inspection panel forward of bulkhead 33, releasing the elevator and rudder control cables if necessary for good access. (4) Position a person in the empennage and inspect for loose, cocked or sheared rivets and signs of fretting in the areas indicated on Figure 2, Page 17 of EMBRAER Service Bulletin No. 110-53-019, Change 2, dated April 13, 1984, using mirror, light, and .010-inch feeler gauge. Attempt to insert feeler gauge between machined "U" channel and reinforcement ribs to determine if gap exists. (5) The person stationed in the empennage should place his finger up against the machined "U" channel resting on reinforcement ribs left and right sides (P/N 4A-1419-07 L/H, P/N 4A-1419-08, P/N 4A-1419-05 L/H, and P/N 4A-1419-06) (see above service bulletin) while the horizontal stabilizer is deflected as indicated in (6) below. (6) Position a person at a horizontal stabilizer tip and attempt to deflect the stabilizer tip "up and down approximately 3 inches, but no more than 3 inches. The person stationed inside the tail should try to detect any relative movement between structural members. Any movement requires removing all rivets attaching machined "U" channel and replacing them as specified in AD 83-14-09. (7) Prior to further flight, correct any discrepancies found, reassemble and inspect assembly per AD 83-14-09. (8) Report completion of inspection and any unsatisfactory conditions within 24 hours to the FAA, Airframe Branch, Atlanta Aircraft Certification Office; Telephone (404) 763-7407. Include in such reports the type and location of discrepancies, specifically identifying the discrepancy, location, material or component. (9) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (10) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337; Telephone (404) 763-7428. This amendment becomes effective on February 26, 1985, to all persons except"those to whom it has already been made effective by telegram from the FAA dated January 10, 1985, and is identified as AD T85-01-51.
2017-20-14: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by a determination that supplemental inspections are required for timely detection of fatigue cracking for certain structural significant items (SSIs). This AD requires revising the maintenance or inspection program, as applicable, to add supplemental inspections. This AD also requires inspections to detect cracks in each SSI, and repair of any cracked structure. We are issuing this AD to address the unsafe condition on these products.
2002-01-31: This amendment supersedes an existing airworthiness directive (AD) that applies to Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, UH-1P, and Southwest Florida Aviation Model SW204, SW204HP, SW205, and SW205A-1 helicopters, manufactured by Bell Helicopter Textron, Inc. (BHTI) for the Armed Forces of the United States. That AD currently requires establishing retirement lives for certain main rotor masts, creating a component history card or equivalent record, and identifying and replacing any unairworthy masts. That AD also contains certain requirements regarding the hub spring, conducting inspections based on the retirement index number (RIN), and sending information to the FAA. This AD contains the same requirements but would establish a retirement life for the main rotor trunnion (trunnion) based on monitoring the number of torque events and flight hours rather than flight hours only as currently required. This AD also adds a note clarifying that the mast serial number (S/N) is defined by 5 or fewer digits plus various prefixes. This amendment is prompted by the determination that monitoring the number of torque events and flight hours for the trunnion is more accurate than by monitoring flight hours only to establish a retirement life. The actions specified by this AD are intended to prevent failure of a mast or trunnion, separation of the main rotor system, and subsequent loss of control of the helicopter.
2002-01-26: This amendment adopts a new airworthiness directive (AD), applicable to all Israel Aircraft Industries, Ltd., Model 1124 and 1124A, and certain Model 1125 Westwind Astra series airplanes, that requires a one-time inspection of the attachment bolts installed on the engine inlet cowl and aft nacelle attachment flanges to verify correct part numbers of the bolts, and replacement of any discrepant/incorrect bolt with a correct attachment bolt. The actions specified by this AD are intended to prevent failure of attachment bolts due to fatigue, which could result in separation of the engine inlet cowl and aft nacelle, and consequent damage to the horizontal or vertical stabilizer. This action is intended to address the identified unsafe condition.