Results
2016-16-02: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of premature aging of certain passenger chemical oxygen generators that resulted in the generators failing to activate. This AD requires an inspection to determine if certain passenger chemical oxygen generators are installed and replacement of affected passenger chemical oxygen generators. We are issuing this AD to prevent failure of the passenger chemical oxygen generator to activate and consequently not deliver oxygen during an emergency, possibly resulting in injury to the airplane occupants.
2016-16-11: We are superseding Airworthiness Directive (AD) 2010-10-13, for all BAE Systems (Operations) Limited Model BAe 146 and Avro 146 series airplanes. AD 2010-10-13 required repetitive inspections of the wing fixed leading edge and front spar structure for corrosion and cracking, and repair if necessary. This new AD requires revised inspection procedures that terminate a previously approved inspection procedure. This AD was prompted by revised inspection procedures issued by the Design Approval Holder (DAH). We are issuing this AD to detect and correct corrosion and cracking of the wing fixed leading edge and front spar structure, which could result in reduced structural integrity of the airplane.
2001-10-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes, and Model MD-88 airplanes. This action requires an inspection of the wiring of the primary and alternate static port heaters for chafing, loose connections, and evidence of arcing, and to determine what type of insulation blanket is installed in the area of the static port heaters; and corrective actions, if necessary. This action is necessary to ensure that insulation blankets constructed of metallized MylarTM are removed or protected from the area of the static port heater. Such insulation blankets could propagate a small fire that is the result of an electrical short of the static port heater and could lead to a much larger fire and smoke in the cabin. This action is intended to address the identified unsafe condition.
91-23-11: 91-23-11 FOKKER: Amendment 39-8080. Docket No. 91-NM-64-AD. Applicability: Model F-28 Mark 0100 series airplanes; Serial Numbers 11244 through 11306, 11308, 11310, and 11312 through 11314; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure to achieve climb performance and reduction of obstacle clearance margins, accomplish the following: A. Within 10 days after the effective date of this AD, accomplish the following: 1. Delete all references to FLEX takeoff from Section 2, Limitations Section of the FAA-approved Airplane Flight Manual (AFM); specifically, Sections 2.02.02 "General Limitations" and 2.06.01 "Power Plant and APU Limitations;" and 2. Add the following to the Limitations Section of the FAA-approved AFM; specifically, Section 2.06.01, "Power Plant and APU Limitations", subsection "Thrust Rating Panel." This may be accomplished by inserting a copy of this AD in the AFM.USE OF FLEX TAKEOFF IS NOT APPROVED B. Within one year after the effective date of this AD, replace the multifunction display units (MFDU), Part Number (P/N) 622-8047-401, with P/N 622-8047-411, in accordance with Fokker Service Bulletin F100-31-017, dated December 12, 1990, and Collins Service Bulletin DU-1000A-34-10, Revision 1, dated July 24, 1990. Following replacement of the MFDU's, prior to further flight: 1. Add all references to the FLEX takeoff section that were removed from the Limitations Section of the FAA-approved Airplane Flight Manual in accordance with paragraph A.1. of this AD; and 2. Remove the limitations that were required by paragraph A.2. of this AD. C. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manger, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAAPrincipal Avionics Inspector, who may concur or comment and then send it 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. E. The replacement requirements shall be done in accordance with Fokker Service Bulletin F100-31-017, dated December 12, 1990; and Collins Service Bulletin DU-1000A-34-10, Revision 1, dated July 24, 1990, which includes the following list of effective pages: Page Number Revision Level Date 1, 4 1 July 24, 1990 2, 3, 5, 6 (Original) June 27, 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 (39-8080, AD 91-23-11) becomes effective on January 9, 1992.
48-03-04: 48-03-04 GRUMMAN: Applies to G-73 Aircraft Serial Numbers J-1 Through J-25. Compliance required within the next 100 hours of operation. To prevent landing gear hydraulic hose failures due to chafing against the landing gear strut, install landing gear hinge type flex hose guides Grumman P/N 109557-1 and 109557-2 in accordance with Grumman Service Bulletin No. 3 dated November 4, 1947.
2016-16-07: We are superseding Airworthiness Directive (AD) 2007-21-14 R1 for all Airbus Model A310 series airplanes. AD 2007-21-14 R1 required revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This new AD requires revising the maintenance program or inspection program to incorporate revised fuel maintenance and inspection tasks. This AD was prompted by the issuance of more restrictive maintenance requirements and/or airworthiness limitations by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane.
2001-10-12: This amendment supersedes an existing airworthiness directive (AD) that is applicable to GE Aircraft Engines (GEAE) CJ610 series turbojet and CF700 series turbofan engines that currently requires removal of certain unapproved parts before further flight. This amendment requires removal of additional unapproved parts. This amendment is prompted by the discovery by the FAA of additional unapproved parts not listed in the original AD that have been introduced into the field and might be installed on the affected engines. The actions specified in this AD are intended to prevent the use of unapproved parts which could lead to an uncontained engine failure and damage to the airplane.
97-04-06: 97-04-06 DORNIER: Amendment 39-9930. Docket 96-NM-118-AD. Applicability: Model 328-100 series airplanes having serial numbers 3005 through 3019 inclusive, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent loosening or loss of the attachment screws, which could lead to loosening or loss of the leading edge of the wing, and consequent reduced controllability of the airplane, accomplish the following: (a) Within 6 weeks after the effective date of this AD, replace the attachment screws for leading edge 1 of the left and right wings with longer attachment screws having part number NAS7303A5, in accordance with Dornier Service Bulletin SB-328-57-058, dated November 23, 1994. (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 2: 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 sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacements shall be done in accordance with Dornier Service Bulletin SB-328-57-058, dated November 23, 1994. 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 Dornier Luftfahrt GmbH, P.O. Box 1103, D-82230 Wessling, Germany. 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 March 28, 1997.
81-13-06 R2: 81-13-06 R2 HAMILTON STANDARD: Amendment 39-4133 as revised by Amendment 39- 4409 is further revised by Amendment 39-6271. Applicability: Hamilton Standard Hydromatic (noncounterweighted) propellers with aluminum blades that use engine oil for pitch control (does not apply to propellers with integral oil control or to propellers with steel blades) of the following types: 22D30, 22D40, 23D40, 23E50, 23E60, 24D50, 24E60, 33D50, 33E60, 34D50, 34D51, 34E60, 43D50, 43D51, 43E60, and 43H60, as installed on various reciprocating engine powered aircraft such as, but not limited to: Beech D17 and D18, Boeing 377 series, Canadair Model 4 and CL-215, Curtiss-Wright C-46, DeHavilland DHC-2, DHC-3, and DHC-4, General Dynamics (Convair) T-29, 240, 340, and 440 series, Gulfstream American (Grumman) G-12A, G164, F4U, S-2F, TBM, and W-2F series, Lockheed L-10, L-12, 049, 749, 1049, 1649 series, Martin 202 and 404 series, McDonnell Douglas B-26, DC-3, DC-4, DC-6, and DC-7 series, North American AT-6, B-25, P-51, SNJ-5, T-6 and T-28. Compliance: Required as indicated, unless already accomplished. To prevent propeller blade failure due to corrosion and fatigue, accomplish the following: (a) Inspect propeller blades within the next 90 days after July 1, 1982, or within 18 months since last inspection, whichever occurs later, for corrosion in the blade fillet and shank area, particularly under the teflon friction reduction strip and the resin corrosion barrier, in accordance with Hamilton Standard Aluminum Blade Overhaul Manual No. 130B, dated March 1, 1980, previously incorporated by reference on June 28, 1982, in AD 81-13-06. Thereafter, if corrosion is found reinspect at intervals not to exceed 18 months since the last inspection. (b) For propellers with all installed blades having no corrosion at the last inspection, the 18 month reinspection interval may be increased as follows: (1) Reinspect between 33 and 39 months since the last inspection.If corrosion is found to be beyond repairable limits return to the 18 month reinspection interval required by paragraph (a). If corrosion is found to be within repairable limits the reinspection interval cannot exceed a 36 month reinspection schedule. (2) If no corrosion is found at the last 33 to 39 month reinspection in accordance with paragraph (b)(1), then thereafter reinspect at intervals not to exceed 60 months. If corrosion is found to be beyond repairable limits at any reinspection interval return to the 18 month reinspection interval required by paragraph (a). If corrosion is found to be within repairable limits the reinspection interval may remain on a schedule not to exceed 60 months. (c) Prior to further flight, blades with corrosion in the fillet or shank area must be replaced with an airworthy blade or repaired in accordance with Hamilton Standard Aluminum Blade Overhaul Manual No. 130B, dated March 1, 1980. (d) Disassembled propeller blades preserved inaccordance with Hamilton Standard Aluminum Blade Overhaul Manual No. 130B, dated March 1, 1980, need not include storage time when computing the time since last inspection. (e) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, may adjust the compliance times specified in this AD or approve an equivalent means of compliance with this AD. NOTE: Extensions to the compliance schedule previously granted to owners/operators are still applicable to this amendment. These extensions which are beyond a 39 month reinspection interval may be extended to 60 months as provided in paragraph (b)(2). (f) 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 inspection required by this AD. This AD revises AD 81-13-06 R1, Amendment 39-4409, (47 FR 36217; August 19, 1982), which revised AD 81-13-06, Amendment 39-4133. This amendment (39-6271, AD 81-13-06 R2) becomes effective on September 15, 1989
2016-16-05: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes. This AD was prompted by a design review that revealed a hot spot may develop in the main fuel tank under certain failure conditions of the solenoid of the level control pilot valve, the reed switch of the main tank overflow valve, the level float switch of the collector tank, or the solenoid of the main tank fueling shut-off valve. This AD requires installing fuses in the wiring of the solenoid of the level control pilot valve, the reed switch of the main tank overflow valve, the level float switch of the collector tank, and the solenoid of the main tank fueling shut-off valve, as applicable. This AD also requires accomplishing concurrent actions and revising the airplane maintenance or inspection program, as applicable, by incorporating fuel airworthiness limitation items and critical design configuration control limitations (CDCCLs). We are issuing this AD to prevent an ignition source in the main fuel tank vapor space, which could result in a fuel tank explosion and consequent loss of the airplane.
2016-16-04: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes. This AD was prompted by a design review that revealed insufficient measures were taken to ensure the correct locking of the attachments of the fuel quantity tank units (FQTUs) in each wing tank. When an FQTU becomes loose, this could lead to insufficient clearance between the FQTU and the adjacent tank structure or other metal parts, and under certain conditions, create an ignition source inside the wing fuel vapor space. This AD requires modifying the FQTUs by applying sealant to cover the nuts, washers, and stud ends at the FQTU attachments in each main wing tank. This AD also requires revising the maintenance or inspection program, as applicable, by incorporating a fuel airworthiness limitation item and a critical design configuration control limitation (CDCCL). We are issuing this AD to prevent an ignition source in the wing fuel tank vaporspace, which could result in a wing fuel tank explosion and consequent loss of the airplane.
2001-10-08: This amendment adopts a new airworthiness directive (AD) that applies to all Rolladen Schneider Flugzeugbau GmbH (Rolladen Schneider) Models LS 3, LS 4, and LS 6c sailplanes. This AD requires you to inspect the airbrake levers in the wing for lower end corrosion and for play in flight direction when fully extended and retracting under load; replace the bearings if there is jamming under load or if corrosion is found; and adjust the lower lever member (only for the Model LS 3). This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect and correct corrosion damage to the airbrake levers and bearings caused by collection of water in the airbrake boxes, not detected during postflight checks. This condition could result in the airbrakes locking in the extended position and a consequent off-field or short landing.
91-05-15: 91-05-15 BRITISH AEROSPACE: Amendment 39-6908. Docket No. 90-NM-173-AD. Applicability: All Model ATP series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To detect cracks in the engine jet pipes, accomplish the following: A. For airplanes in Pre-Modification 35140A configuration: Prior to the accumulation of 500 hours time-in-service since new, or within 50 hours time-in-service after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 250 hours time-in-service, perform a detailed visual inspection of the engine jet pipe on the right and left engine, in accordance with the Accomplishment Instructions in British Aerospace Service Bulletin ATP-78-1, Revision 3, dated August 1, 1990. B. For airplanes in Post-Modification 35140A configuration: Prior to the accumulation of 3,000 hours time-in-service since new, or within 50 hours time-in-service afterthe effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,500 hours time-in-service, perform a detailed visual inspection of the engine jet pipe on the right and left engine, in accordance with the Accomplishment Instructions in British Aerospace Service Bulletin ATP-78-1, Revision 3, dated August 1, 1990. C. If cracks are found in the aft jet pipe assembly, prior to further flight: 1. Replace the assembly with a serviceable unit; or 2. If cracks measuring less than 1.75 inches are found at the ends of the spacer channels, repair in accordance with British Aerospace Service Bulletin ATP-78-1, Revision 3, dated August 1, 1990; or 3. If cracks are found at any other location, repair in a manner approved by the Manager, Standardization Branch, ANM-113, Transport Airplane Directorate. Following repair or replacement, the inspections specified in paragraphs A. and B. of this AD are still required. D. If cracks are found in the forward jet pipe assembly, prior to further flight, replace the assembly with a serviceable unit, or repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Following repair, the inspections specified in paragraph A. and B. of this AD are still required. E. Within 12 months after the effective date of this AD, replace the aft jet pipe, Part Number JD 780J0009-000, with an improved aft jet pipe having Part Number JD780J0009-002 or -004, in accordance with British Aerospace Service Bulletin ATP-78-2, dated April 10, 1990, or ATP-78-2, Revision 1, dated November 12, 1990. 1. Following replacement, perform repetitive detailed visual inspections at intervals not to exceed 1,500 hours time-in-service, in accordance with the service bulletin. 2. If cracks are found, prior to further flight replace the aft jet pipe with a service-able part in accordance with the service bulletin, or repair in a manner approved by the Manager, Standardization Branch, ANM-113, Transport Airplane Directorate. F. 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. G. 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 documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6908, AD 91-05-15) becomes effective on March 29, 1991.
90-23-13: 90-23-13 FOKKER: Amendment 39-6803. Docket No. 90-NM-219-AD. Applicability: Model F-28 Mark 0100 series airplanes, Serial Numbers 11244 through 11286, 11289, 11291 through 11293, 11295, 11297, 11300, 11303, 11306, 11308, 11310, 11312, and 11314, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of flight path control during automatic flight, accomplish the following: A. Within 5 days after the effective date of this AD, incorporate the following changes into the Limitation Section of the FAA approved Airplane Flight Manual. This may be accomplished by inserting a copy of this AD in the AFM. 1. Section 2.01.01 - Delete the following statements if incorporated in the "Kinds of Operation" paragraph in this section. - CAT II approach. Compliance with FAA AC 120-29 has been demonstrated. - CAT IIIA approach. Compliance with FAA AC 120-28C has been demonstrated. - Autoland. Compliance with FAA AC 20-57A has been demonstrated. 2. Section 2.08.01 - a. Delete the following paragraphs: - Autopilot. - CAT II Approach (AP Coupled Only). - ILS Approach. b. If a "GA MODE" paragraph is incorporated, delete the following text: "During approach, after land 2/3 is annunciated until 500 feet above ground level (AGL), certain autopilot (AP) monitors are not available. It is the pilot's responsibility to monitor the AP performance during this phase. In case of a go-around (GA) during this phase, the AP shall be disconnected before triggering the TOGA lever." c. If an "Aircraft Equipment" paragraph is incorporated, this paragraph must be deleted. d. The following limitations must be added to Section 2.08.01: "AUTOPILOT - The autopilot must not be used in the take-off mode. The autopilot must not be used below 1,500 feet AGL." B. Within 5 days after the effective date of this AD fabricate a placard which states:"The autopilot must not be used in the take-off mode. The autopilot must not be used below 1,500 feet AGL." Install this placard in full view of the pilot in the cockpit. C. Within 14 days after the effective date of this AD, perform an inspection of the autopilot primary servomotors in accordance with Fokker Service Bulletin F100-22-021, dated August 22, 1990. If the jumper wires are missing, prior to further flight, replace the affected servomotor with a modified unit, in accordance with the Fokker service bulletin. NOTE: The Fokker service bulletin references Collins Alert Service Bulletin SVO-1000-22-A05, Revision 1, dated August 22, 1990, for additional instructions. D. Following the inspection required by paragraph C. of this AD, and modification, if necessary, the changes to the flight manual and the placard required by paragraphs A. and B. of this AD may be removed. E. 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. F. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6803, AD 90-23-13) becomes effective on November 26, 1990.
2016-16-03: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Models FU24-954 and FU24A-954 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracked elevator torque tubes. We are issuing this AD to require actions to address the unsafe condition on these products.
2016-15-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of operator inability to open the main passenger door following severe hot soak conditions. This AD requires the incorporation of a new configuration to the passenger door external handle detent to enhance the performance across the full range of the airplane operating temperatures. We are issuing this AD to prevent thermal expansion and permanent deformation at severe hot soak conditions, creating high friction between the spring pot housing and the slider that could result in inability to open the main passenger door and impede evacuation in the event of an emergency.
2001-10-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires removing certain foam filters from the cabin ducting installation located below the dado panels on the left- and right-hand sides of the airplane. The actions specified by this AD are intended to prevent an increased risk of spreading a fire or failure of the cabin to pressurize adequately if certain foam filters are installed. This action is intended to address the identified unsafe condition.
90-11-01: 90-11-01 BOEING OF CANADA, LTD., DEHAVILLAND: Amendment 39-6752. Final Rule of priority letter AD. Docket No. 90-CE-36-AD. Applicability: Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD unless previously accomplished within the last 25 hours TIS prior to the effective date of this AD. To prevent failure of the elevator pushrod assembly due to fatigue cracking, and the subsequent loss of control of the airplane, accomplish the following: (a) Remove the aft elevator control quadrant to elevator control horn pushrod from the airplane and remove the rod ends from both ends of the pushrod. (b) Visually inspect the pushrod and rod ends to ensure they are not bent, corroded, cracked, or damaged, and that the rod end bearings are free to rotate. (c) Thoroughly clean the rod ends and inspectfor cracks using a high sensitivity fluorescent dye penetrant. (d) Prior to further flight, using serviceable parts, replace any pushrods, rod ends or bearings which are bent, corroded, cracked or seized. Retain all defective parts for possible future examination by the FAA for 60 days after the date of the inspection. If the FAA has not requested this part before that time, properly dispose of the defective parts. (e) Within one week following the inspections specified in paragraphs (b) and (c) of this AD, submit a written report of the result of the inspections to include whether or not damage was found, part number(s) involved, extent, location, and description of any damage found. Submit the report to the FAA, Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581; Telephone (516) 791-6220; Facsimile (516) 791-9024. If the inspections were made previous to this AD, forward the requested data within one week of receiptof this AD. (Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056.) (f) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (g) An equivalent means of compliance or an adjustment of the compliance time of this AD may be approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581; Telephone (516) 791-6220; Facsimile (516) 791-9024. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. This amendment (39-6752, AD 90-11-01) becomes effective on November 16, 1990, to all persons except those to whom it has already been made effective by priorityletter from the FAA dated May 21, 1990.
2022-25-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes; 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 that a Model A319 airplane lost the right-hand front windshield in flight. Due to the design similarity, this condition can also exist or develop on Model A300, A300-600, and A310 series airplanes. This AD requires repetitive inspections and electrical test measurements (ETMs) of the affected parts, and applicable corrective actions, and prohibits the installation of affected parts under certain conditions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-14-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440), Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), Model CL-600- 2D15 (Regional Jet Series 705), Model CL-600-2D24 (Regional Jet Series 900), and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of undesirable changes in the Reference Airspeed (RAS) Bug, occurring during flight without pilot input. This AD requires replacing the flight control computer (FCC). We are issuing this AD to prevent uncommanded pitch changes, which could result in deviation from a safe flight path.
2001-10-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model EMB-135 and EMB-145 series airplanes. This action requires revising the FAA-approved Airplane Flight Manual to prohibit in-flight auxiliary power unit (APU) starts, and installing a placard on or near the APU start/stop switch panel to provide such instructions to the flight crew. This action is necessary to prevent flame backflow into the APU compartment through the eductor during in-flight APU starts, which could result in fire in the APU compartment. This action is intended to address the identified unsafe condition.
2001-09-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that currently requires a one-time inspection to detect cracking of the main landing gear (MLG) pistons, and repair or replacement of the pistons with new or serviceable parts, if necessary. This amendment requires, among other actions, repetitive dye penetrant and magnetic particle inspections to detect cracks of the MLG pistons; repair and replacement of discrepant parts; and installation of a preventative modification; as applicable. This amendment also provides for an optional terminating action for certain MLG pistons. This amendment is prompted by additional reports of failure of the MLG pistons during towing of the airplanes. The actions specified by this AD are intended to prevent fatigue cracking of the MLG pistons, which could result in failure of the pistons and subsequent damage to the airplane structure or injury to airplane occupants.
2016-14-09: We are superseding Airworthiness Directive (AD) 2014-14-06 for all Airbus Model A318-111 and -112 airplanes; Model A319-111, -112, - 113, -114, and -115 airplanes; Model A320-111, -211, -212, and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. AD 2014-14-06 required inspecting the aft engine mount retainers for surface finish, cracks, and failure, and replacement if necessary. This new AD requires repetitive inspections for damaged, cracked, broken, and missing aft engine mount retainers, and replacement if necessary. This AD was prompted by inspection results that have shown that the main cause of crack initiation in the aft engine mount retainers is the vibration dynamic effect that affects both retainers, either with ``dull'' or ``bright'' surface finishes. We are issuing this AD to detect and correct failure of retainer brackets of the aft engine mount and consequent loss of the locking feature of the nuts of the inner and outer pins; loss of thepins will result in the aft mount engine link no longer being secured to the aft engine mount.
2010-22-03: 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: Analysis performed in the frame of the Extended Service Goal has led Airbus to modify the inspection programme [modification of thresholds, intervals and associated configurations] which is currently required by DGAC (Direction G n rale de l'Aviation Civile) France AD F-2005-001. This modified inspection programme is necessary to detect and prevent damage associated with a structural fatigue phenomenon of the rear spar internal angle and the tee fitting located in the centre wing box. This condition, if not corrected, could affect the structural integrity of the centre wing box. * * * * * The unsafe condition is reduced structural integrityof the wings. We are issuing this AD to require actions to correct the unsafe condition on these products.
2004-16-12: This amendment supersedes three existing airworthiness directives (AD); applicable to certain Boeing Model 767-200, -300, and -300F series airplanes. One AD currently requires modification of the nacelle strut and wing structure for certain Boeing Model 767-200, -- 300, and --300F series airplanes powered by Pratt & Whitney engines. The second AD currently requires a similar modification for certain Boeing Model 767-200, -300, and -300F series airplanes powered by General Electric engines. The third AD currently requires repetitive inspections for cracking of the outboard pitch load fittings of the wing front spar, and corrective action if necessary, for certain Boeing Model 767-200 series airplanes. The third AD also provides a terminating action for the repetitive inspections, which is optional for uncracked pitch load fittings. This amendment requires, for airplanes subject to the first and second existing ADs on which certain modifications have been accomplished previously, reworking the aft pitch load fitting, and installing a new diagonal brace fuse pin. This amendment also requires, for airplanes subject to the third existing AD, replacing the outboard pitch load fitting of the wing front spar with a new, improved fitting, which terminates certain currently required repetitive inspections. The actions specified by this amendment are intended to prevent fatigue cracking in primary strut structure, which could result in separation of the strut and engine from the airplane. This action is intended to address the identified unsafe condition. \n\nDATES: Effective September 21, 2004. \n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 21, 2004. \n\n\tThe incorporation by reference of Boeing Service Bulletin 767- 57A0070, Revision 1, dated November 16, 2000, was approved previously by the Director of the Federal Register as of May 14, 2001 (66 FR 21069, April 27, 2001). \n\n\tThe incorporation by reference of Boeing Service Bulletin 767-54- 0081, dated July 29, 1999, was approved previously by the Director of the Federal Register as of May 7, 2001 (66 FR 17492, April 2, 2001). \n\n\tThe incorporation by reference of certain publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 5, 2001 (66 FR 8085, January 29, 2001). \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 October 17, 2000 (65 FR 58641, October 2, 2000). \n\n\tThe incorporation by reference of Boeing Service Bulletin 767-57- 0053, Revision 2, dated September 23, 1999, was approved previously by the Director of the Federal Register as of July 24, 2000 (65 FR 37843, June 19, 2000).