Results
2013-05-23: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS332C, L, and L1 helicopters to require a one-time inspection of the main rotor head (MRH) swash-plate upper bearing (bearing) for a non-smooth point (friction point). This AD was prompted by a report of the premature deterioration of the MRH bearing of the rotating star installed on a Model AS332L1 helicopter. The actions of this AD are intended to detect deterioration of the MRH bearing and to prevent overloading the scissor links which drive the main rotor system, failure of the scissors links, and subsequent loss of control of the helicopter.
2013-05-19: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) Tay 611-8 turbofan engines. This AD requires inspection and replacement, if necessary, of affected bolts. This AD was prompted by a quality review determination that bolts with reduced material properties may have been installed in some engines. We are issuing this AD to prevent uncontained turbine disc fracture and damage to the airplane.
2013-03-22: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports that airplanes with a Class C cargo (baggage) compartment have liners that do not meet flammability requirements. This AD requires replacing the existing cargo compartment liners with liners that comply. We are issuing this AD to prevent inadequate fire protection in the cargo compartment and consequent uncontrolled fire.
2025-05-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA341G and SA342J helicopters. This AD was prompted by a report of a pilot collective pitch stick handle grip that broke when pulled. This AD requires replacing certain pilot collective pitch stick handle grips and prohibits installing those pilot collective pitch stick handle grips. These actions are 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.
95-12-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes. This action requires repetitive inspections to detect cracking in the hinge fittings of the nose landing gear (NLG) aft doors, and replacement of cracked fittings. This amendment is prompted by several reports of loss of an NLG aft door during landing, due to failure of the door's hinge fittings. The actions specified in this AD are intended to prevent the loss of an NLG aft door due to the failure of the hinge fittings; such loss of a door can result in damage to the surrounding aircraft structure or injury to persons on the ground.
93-17-01: 93-17-01 BEECH AIRCRAFT CORPORATION: Amendment 39-8671. Docket No. 93-CE- 23-AD. Applicability: Models B90, C90, and C90A airplanes (serial numbers LJ-489 through LJ-1318), certificated in any category. Compliance: Required within the next 150 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent failure of the leading edge fuel cell nipples caused by cracking and fuel leaks, which, if not detected and corrected, could result in an airplane fire, accomplish the following: (a) Inspect the inboard nipple on the leading edge fuel cell for cracks or fuel leaks in accordance with Part I of the ACCOMPLISHMENT INSTRUCTIONS section of Beech Service Bulletin (SB) No. 2475, dated February 1993. If cracks or fuel leaks are found, prior to further flight, repair the fuel cells in accordance with procedures specified in the applicable maintenance manual. (b) Replace the fuel interconnect tube assembly in accordance with Part II of the ACCOMPLISHMENT INSTRUCTIONS section of Beech SB No. 2475, dated February 1993. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (e) The inspection and replacement required by this AD shall be done in accordance with Beech Service Bulletin No. 2475, dated February 1993. 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on October 12, 1993.
92-25-12: 92-25-12 AIRBUS INDUSTRIE: Amendment 39-8426. Docket No. 92-NM-150-AD. Applicability: Model A300 B2, A300 B4, A310, and A300-600 series airplanes; equipped with Messier Bugatti carbon brakes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent overrunning the available runway length during a rejected takeoff (RTO), accomplish the following: (a) Within 30 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to change the data concerning the accelerate stop distance to be used during a RTO, in accordance with either Model A300 AFM Temporary Revision 5.02.00/1, dated December 4, 1991; Model A310 AFM Temporary Revision 5.04.00/3, dated February 13, 1992; Model A310 AFM Temporary Revision 5.04.00/1, dated October 22, 1991; Model A310 AFM Temporary Revision 5.04.00/4, dated March 6, 1992; Model A300-600 AFM Temporary Revision 5.04.00/1, datedNovember 4, 1991; or Model A300-600 AFM Temporary Revision 5.04.00/2, dated December 4, 1991; as applicable. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The AFM revision shall be done in accordance with Model A300 AFM Temporary Revision 5.02.00/1, dated December 4, 1991; Model A310 AFM Temporary Revision 5.04.00/3, dated February 13, 1992; Model A310 AFM Temporary Revision 5.04.00/1, dated October 22, 1991; Model A310 AFM Temporary Revision 5.04.00/4, dated March 6, 1992; Model A300-600 AFM Temporary Revision 5.04.00/1, dated November 4, 1991; or Model A300-600 AFM Temporary Revision 5.04.00/2, dated December 4, 1991; as applicable. (NOTE: The issue date of the AFM Temporary Revisions are indicated only on "page 1"; no other pages of these documents are dated.) This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700, Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e)This amendment becomes effective on January 12, 1993.
93-08-13: 93-08-13 AIRBUS INDUSTRIE: Amendment 39-8561. Docket 93-NM-30-AD. Applicability: Model A300 series airplanes; MSN 003 through MSN 107, inclusive; that have been modified in accordance with Airbus Industrie Service Bulletin A300-53-216 (Airbus Industrie Modification No. 6699); certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent rapid loss of cabin pressure, accomplish the following: (a) Within 50 landings after the effective date of this AD, perform a low-frequency eddy current inspection from outside the fuselage skin above the modified lap joint at stringer 43 (left- and right-hand) between frames 37 and 39 to detect damage, in accordance with Airbus Industrie All Operator Telex (AOT) 53-04, dated January 20, 1993. (b) If no damage is found as a result of the inspection required by paragraph (a) of this AD, accomplish paragraphs (b)(1) and (b)(2) of this AD in accordance with Airbus Industrie All Operator Telex (AOT) 53-04, dated January 20, 1993. (1) Perform a detailed visual inspection from outside the fuselage skin to detect damage in this area thereafter at intervals not to exceed 50 landings until the requirements of paragraph (b)(2) of this AD are accomplished. Prior to further flight, repair any crack that is found. (2) Within 250 landings after accomplishing the initial (external eddy current) inspection, perform a detailed visual inspection from inside the fuselage skin to detect damage in this area. If no damage is found, no further action is required by this AD. If any damage is found, prior to further flight, measure the length and depth of the damage, and accomplish paragraph (b)(2)(i) or (b)(2)(ii) of this AD, as applicable. (i) If the damage found is less than or equal to 0.7 mm in depth and 130 mm in length, and if no damage is found in adjacent frame bays, perform a detailed visual inspection from outside the fuselage skin thereafter at intervals not to exceed 50 landings. Prior to the accumulation of 250 landings after accomplishing the internal visual inspection, repair the damaged area in accordance with the AOT. Repair of the damaged area constitutes terminating action for the repetitive inspections required by this paragraph. (ii) If the damage found is greater than 0.7 mm in depth or 130 mm in length, or if damage is found in the adjacent frame bays, prior to further flight, repair the damaged area in accordance with the AOT. (c) If any damage is found as a result of the initial (external eddy current) inspection required by paragraph (a) of this AD, prior to further flight, perform a detailed visual inspection from inside the fuselage skin above the modified lap joint at stringer 43 (left- and right-hand) between frames 37 and 39 to detect damage, and measure the damage found in accordance with Airbus Industrie All Operator Telex (AOT) 53-04, dated January 20, 1993. (1) If the damage found is less than or equal to 0.7 mm in depth and 130 mm in length, and if no damage is found in adjacent frame bays, perform a detailed visual inspection from outside the fuselage skin in this area thereafter at intervals not to exceed 50 landings. Prior to the accumulation of 250 landings after accomplishing the initial (external eddy current) inspection required by paragraph (a) of this AD, repair the damaged area in accordance with the AOT. Repair of the damaged area constitutes terminating action for the repetitive inspections required by this paragraph. (2) If the damage found is greater than 0.7 mm in depth or 130 mm in length, or if damage is found in the adjacent frame bays, prior to further flight, repair the damaged area in accordance with the AOT. (d) 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. (e) 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. (f) The inspections, measurement, and repair shall be done in accordance with Airbus Industrie All Operator Telex 53-04, dated January 20, 1993. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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. (g) This amendment becomes effective on May 27, 1993.
92-13-10: 92-13-10 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8280. Docket No. 92-ASW-17. Supersedes Priority Letter AD 91-24-16, issued November 18, 1991, Docket No. 91-ASW-30. Applicability: All BHTI Model 204B, 205A, 205A-1, 205B, 212, and 412 helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible failure of a tail rotor driveshaft hanger bearing that could result in failure of the tail rotor driveshaft and subsequent loss of tail rotor control, accomplish the following: (a) Before further flight, after the effective date of this AD, determine the serial number (S/N) etched on the seal area of the tail rotor driveshaft hanger bearings, part number (P/N) 204-040-623-003 or 005. If the bearing has no permanently marked S/N, has a P/N 204- 040-623-003 with S/N T0001 through T1743 or N4000 and subsequent, or has a P/N 204-040- 623-005 with S/N NC3000 and subsequent; no further action is required by this AD. (b) Within the next 100 hours' time in service after the effective date of this AD, replace the tail rotor driveshaft hanger bearings and bearing assemblies as follows in accordance with the applicable BHTI maintenance, repair, and overhaul manuals: (1) For the Model 204B helicopters, remove each P/N 204-040-623-005 bearing that has a S/N with a prefix of T or N; replace with a P/N 204-040-623-005 bearing that has no S/N or a S/N of NC3000 and subsequent. This paragraph applies to parts with a prefix of N, but not with a prefix of NC. (2) For the Model 205A, 205A-1 and 212 helicopters, accomplish the following: (i) Remove each P/N 204-040-623-003 bearing that has a S/N T1744 and subsequent or N0001 through N3999; replace with a P/N 204-040-623-003 bearing that has no S/N, a S/N from T0001 through T1743 or a S/N of N4000 and subsequent. (ii) Remove each bearing with P/N 204-040-623-005 that has a S/N prefix of T or N; replace with a P/N204-040-623-005 bearing that has no S/N or a S/N of NC3000 and subsequent. (3) For the Model 205B and 412 helicopters, remove each P/N 204-040-623- 003 bearing that has a S/N T1744 and subsequent or N0001 through N3999; replace with a P/N 204-040-623-003 bearing that has no S/N, a S/N T0001 through T1743, or S/N of N4000 and subsequent. (c) Before the first flight of each day, until the driveshaft hanger bearing is replaced in accordance with paragraph (b), accomplish the following inspection of the tail rotor driveshaft and tail rotor driveshaft hanger assemblies: (1) Visually inspect the tail rotor driveshaft hanger bearings for grease leakage that continues for more than 10 hours' time in service after installation of a new bearing. (2) Visually inspect the tail rotor driveshafts and driveshaft hanger assemblies for security and damage. (3) Visually inspect the tail rotor driveshaft hanger assembly for an overheat condition and overheat indicator stripes for discoloration. (4) Rotate the tail rotor driveshaft by hand while feeling the tail rotor driveshaft bearing housing for bearing binding or roughness. (d) Before further flight, replace the tail rotor driveshaft hanger bearings with an airworthy part in accordance with the applicable BHTI maintenance, repair and overhaul manuals if the bearing assemblies exhibit signs of overheating, roughness or continued grease leakage. (e) This AD supersedes Priority Letter AD 91-24-16, issued November 18, 1991, Docket No. 91-ASW-30. (f) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, FAA, 4400 Blue Mound Road, Fort Worth, Texas. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. NOTE: Informationconcerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Rotorcraft Certification Office. (g) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (h) This amendment becomes effective February 23, 1993.
2013-03-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, -200, and -300 series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that erroneous height indication by one radio altimeter with engaged flare and retard mode, in case of go-around, might lead to a temporary loss of airplane longitudinal control. This AD requires revising the airplane flight manual. We are issuing this AD to ensure that the flightcrew applies the appropriate operational procedures in the event of an erroneous indication of the radio altimeter, which could result in temporary loss of airplane longitudinal control.
2003-13-17: The FAA is adopting a new airworthiness directive (AD) for certain Hartzell Propeller, Inc., McCauley Propeller Systems, Sensenich Propeller Manufacturing Company, Inc., and Raytheon Aircraft Company (formerly Beech Aircraft Corporation) propellers returned to service by T and W Propellers, Inc., of Chino, CA. This AD requires maintenance actions amounting to an overhaul of the affected propellers. This AD is prompted by the results of a National Transportation Safety Board (NTSB) investigation of a failed propeller blade and subsequent inspections of various propeller models returned to service by T and W Propellers, Inc. We are issuing this AD to detect unsafe conditions that could result in separation of a propeller blade and loss of control of the airplane.
2013-04-12: We are adopting a new airworthiness directive (AD) for certain Airbus Model A310-204, -222, -304, -322, and -324 airplanes. This AD was prompted by the manufacturer re-classifying slat extension eccentric bolts as principle structural elements (PSE) with replacement due at or before newly calculated fatigue life limits. This AD requires replacing slat extension eccentric bolts and associated washers with new slat extension eccentric bolts and washers. We are issuing this AD to prevent fatigue cracking, which could result in the loss of structural integrity of the airplane.
90-04-07: 90-04-07 COMMANDER (GULFSTREAM AEROSPACE, ROCKWELL): Amendment 39-6501. Applicability: Models 112 and 112B [Serial Numbers (S/N) 1 through 544, and 13000], 112TC and 112TCA (S/N's 13001 through 13309), and 114 and 114A (S/N's 14000 through 14540) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD unless already accomplished. To prevent failure of the forward wing spar in the area of the main landing gear side brace fitting attachment, accomplish the following: (a) Within the next 100 hours time-in-service (TIS), after the effective date of this AD, inspect the left and right forward wing spars in the area of the main landing gear side brace fitting in accordance with the instructions specified in Part I of Gulfstream Aerospace Service Bulletin (SB) Nos. SB-112-71C or SB-114-22C both dated November 1988 as applicable. (1) If cracks are found in the left or right forward wing spar as noted in paragraph 8d, PartI, of the above referenced service instructions, prior to further flight repair in accordance with Part II of Gulfstream Aerospace SB Nos. SB-112-71C or SB-114-22C both dated November 1988, as applicable. (2) If cracks are found in the left or right forward wing spar as noted in paragraph 8a, Part I, of the above referenced service instructions, prior to further flight repair in accordance with Part IV of Gulfstream Aerospace SB Nos. SB-112-71C or SB-114-22C, both dated November 1988, as applicable. (3) If cracks are found in the left or right forward wing spar as noted in paragraph 8b or 8e, Part I of the above referenced service instructions, prior to further flight repair in accordance with Part V of Gulfstream Aerospace SB Nos. SB-112-71C or SB-114-22C, both dated November 1988, as applicable. (4) If cracks are found in the left or right forward wing spar, as noted in paragraph 8c, Part I of the above referenced service instructions, prior to further flight modifythe airplane in accordance with instructions obtained from the Manager, Airplane Certification Office, FAA, at the address listed in paragraph (e) of this AD. (5) If no cracks are found, reinspect the spars thereafter at intervals not to exceed 100 hours' TIS, and within the next 300 hours' TIS, modify the airplane in accordance with the instructions in Part II of Gulfstream Aerospace SB-112-71C or SB-114-22C, both dated November 1988 as applicable. The repetitive inspection may be discontinued once the airplane is so modified. (b) If the airplane has been modified either in accordance with Part II of Gulfstream Aerospace SB No. SB-112-71, or Part II of SB No. SB-112-71A or Part II or Part V of SB No. SB-112-71B, repeat the inspections specified in paragraph (a) of this AD at intervals not to exceed 100 hours' TIS after the initial inspection, and within the next 300 hours' TIS modify the airplane in accordance with the instructions in Part III of Gulfstream Aerospace SB No. SB-112-71C. The repetitive inspections may be discontinued once the airplane is so modified. (c) If the airplane has been modified either in accordance with Part II of Gulfstream Aerospace SB-114-22, Part II of SB-114-22A, or Part II or Part V of SB-114-22B, repeat the inspection specified in paragraph (a) of this AD at intervals not to exceed 100 hours TIS after the initial inspection and within the next 300 hours TIS, modify the airplane in accordance with the instructions in Part III of Gulfstream Aerospace SB No. SB-114-22C. The repetitive inspection may be discontinued once the airplane is so modified. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where the repair can be performed, provided the following conditions are met: (1) Existing cracks have not propagated together (in the event there are cracks above each bracket attachment bolts) and the cracks have not propagated beyond the limits in the service bulletin (as noted in paragraph8c, Part I of Accomplishment Instructions of Gulfstream Aerospace Service Bulletin Nos. SB-112-71C or SB-114-22C both dated November 1988, as applicable). (2) The landing gear side brace and bracket are firmly attached such that proper extension and retraction of the gear will occur. (3) Pilot only on board. (4) Day VFR only, avoiding all rough weather possible, and with no intentional abrupt maneuvers. (e) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Airplane Certification Office, ASW-150, FAA, Southwest Region, Fort Worth, Texas 76193-0150; Telephone (817) 624-5150. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and send it to the Manager, Airplane Certification Office, Southwest Region. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Commander Aircraft Company, 7200 N.W. 63rd Street, Hangar 8, Wiley Post Airport, Bethany, Oklahoma 73008; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD supersedes AD 87-14-03, Amendment 39-5671 (52 FR 26472). This amendment (39-6501, AD 90-04-07) becomes effective on March 9, 1990.
91-14-06: 91-14-06 AEROSPATIALE: Amendment 39-7047. Docket No. 91-NM-39-AD. Applicability: Model ATR42 series airplanes, Serial Numbers 3 though 157; and ATR72 series airplanes, Serial Numbers 126 through 150; certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent loss of nose wheel steering, accomplish the following: A. Modify the nose landing gear steering selector valve in accordance with Messier- Hispano-Bugatti Service Bulletin 631-32-036, Revision 1, dated May 14, 1990; and Aerospatiale Service Bulletin ATR42-32-0025, Revision 1 dated January 15, 1990, or Revision 2, dated January 30, 1991, or Aerospatiale Service Bulletin ATR72-32-1001, dated April 25, 1990, as applicable. B. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113,FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PI), who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Rue de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-7047, AD 91-14-06) becomes effective on July 29, 1991.
2013-05-01: We are superseding an existing airworthiness directive (AD) for all Turbomeca S.A. Makila 1A2 turboshaft engines. That AD currently requires replacement of certain serial number (S/N) N2 sensor harnesses. This AD requires replacement of the same S/N harnesses, and requires replacement of additional S/N N2 sensor harnesses. This AD was prompted by corrosion detected in affected N2 sensor harnesses. We are issuing this AD to prevent inadvertent activation of the 65% N1 back up mode, resulting in N2 speed fluctuation, significant power loss, and emergency landing of the helicopter.
2025-07-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by an updated stress analysis on the forward (FWD) cargo door and its attachment piano hinges that revealed a risk of cracking and crack propagation on piano hinges 2 and 3, originating from opening- closing fatigue cycles of the FWD cargo door. This AD requires an inspection of the affected parts, and applicable corrective actions, 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.
77-23-10: 77-23-10 SCHWEIZER: Amendment 39-3078, as amended by Amendment 39-3241. Applies to all Schweizer SGS 2-33, 2-33A and 2-33AK Gliders. Compliance required as indicated. (a) Within the next 25 hours in service, after the effective date of this AD, unless previously accomplished within the last 75 hours in service, visually inspect the vertical stabilizer spar-to-fuselage attachment bolts and spar web in accordance with Schweizer Service Bulletin No. 102-33-2, dated September 2, 1977, or an approved equivalent inspection. (b) Repeat the inspection specified in (a) at intervals not to exceed 100 hours in service or six months, whichever occurs first, from the last such inspection. (c) Before further flight, repair cracked parts or elongated holes in accordance with the above Schweizer service bulletin, or with an approved equivalent repair, or replace defective parts with new parts of the same part number or with approved equivalent parts. (d) Report all defects found during compliance with this AD to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region (Reporting Approved by the Office of Management and Budget under OMB No. CAR0174). (e) Recommended repairs noted in paragraph 1.g. and 1.h. of the service bulletin and equivalent inspections, repairs, alterations or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (f) The repetitive inspection required by (b) may be discontinued when an undamaged vertical stabilizer spar is altered in accordance with paragraph (3) of Schweizer Service Bulletin No. 102-33-2, dated March 17, 1978, or an equivalent. (g) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection interval specified in this AD. Amendment 39-3078 was effective November 18, 1977. This amendment 39-3241 is effective June 21, 1978.
77-02-09: 77-02-09 CESSNA: Amendment 39-2820. Applies to the following Models and Serial Numbers of aircraft: Model 150 Serial Numbers 15078687 thru 78733, 78735 thru 78782, 78784 thru 78789, 78791 thru 78839, 78841 thru 78848, 78850 thru 78856, 78858 thru 78865, 78867 thru 78906, 78908 thru 78921, 78923, 78926 thru 78928, 78931, 78932, 78934 thru 78938, 78940 thru 78947, 78950 thru 78955, 78958, 78960 thru 78968, 78971 thru 78973, 78976, 78977, 78978, 78980, 78981, 78984 thru 78987, 78994, 78995, 78998 Model A150 Serial Numbers A1500697 thru 0706, 0709, 0711 Model 172 Serial Numbers 17267789 thru 67814, 67816 thru 67877, 67879 thru 67884, 67886 thru 67957, 67959 thru 67988, 67990 thru 68021, 68023 thru 68029, 68031 thru 68053, 68055 thru 68060, 68062 thru 68077, 68079, 68081 thru 68089, 68091 thru 68097, 68099 thru 68105, 68107, 68108, 68111 thru 68116, 68119, 68121 thru 68123, 68125 thru 68129, 68131 thru 68133, 68135 thru 68138, 68140, 68142, 68145 thru 68153, 68155thru 68158, 68160, 68161, 68163, 68167, 68168, 68170 thru 68176, 68178 thru 68180, 68183, 68185, 68188, 68190, 68191, 68193, 68195, 68196, 68198, 68200 thru 68202, 68207, 68208, 68210, 68211, 68214 thru 68217, 68219, 68226, 68239 Model R172 Serial Numbers R1722028 thru 2091, 2093 thru 2096, 2098 thru 2102, 2105 thru 2108, 2111, 2112, 2115 thru 2117, 2119, 2120, 2123 thru 2125, 2134, 2140 Model 182 Serial Numbers 18265065 thru 65107, 65109 thru 65147, 65149 thru 65158, 65160 thru 65174, 65176 thru 65199, 65201 thru 65209, 65211, 65212, 65215 thru 65219, 65222 thru 65227, 65229, 65230, 65233 thru 65239, 65241, 65243, 65245, 65247, 65249 thru 65252, 65254 Model 206 Serial Numbers U20603454 thru 03469, 03471 thru 03473, 03475 thru 03491, 03493 thru 03497, 03501 thru 03505, 03507 thru 03513, 03515 thru 03519, 03521, 03523 thru 03527, 03529 thru 03534, 03536, 03538 thru 03540, 03542 thru 03547, 03549 thru 03553, 03557, 03561, 03562 Model 207 Serial Numbers 20700357 thru 00362, 00364 thru 00367 Compliance: Required as indicated, unless already accomplished. A. Before the next flight of the affected airplanes, visually inspect the P/N C301002-0101 (12 volt) or C301002-0102 (24 volt) wing flap actuator for the date code stamp. 1. If the date code stamp on the actuator is OH, HH, WH, or ZH install a placard near the flap control which reads: "FLAP EXTENSION PROHIBITED" and operate the aircraft in accordance with this limitation. 2. Within 50 hours' time in service after the effective date of this AD, replace the wing flap actuator ball nut assembly with an airworthy assembly in accordance with Cessna Service Letter SE76-25, dated December 13, 1976, or later approved revision. The placard required by Paragraph A.1. may be removed when the replacement ball nut assembly is installed. 3. If the date stamp code on the actuator is not one of those identified in Paragraph A.1., make an entry in the aircraft maintenance records indicating that this AD has been accomplished and the airplane may be returned to service. B. Airplanes located where the inspection cannot be accomplished may be flown in accordance with FAR 21.197 to a place where the inspection may be accomplished, providing the flaps are not used for the flight. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE 1. The date code stamp is steel stamped into the lower side of the actuator gear housing, adjacent to the flap motor and switch bar, is visible on the lower side of the actuator as it is installed in the aircraft. Inked stamped numbers on the motor housing are to be disregarded. NOTE 2. The manufacturer has advised the FAA that sufficient replacement parts are available to accomplish Paragraph A.2. of this AD. This amendment becomes effective February 3, 1977, to all persons except those to whom it was made effectiveearlier by air mail letters dated January 13, 1977.
76-13-08: 76-13-08 FAIRCHILD: Amendment 39-2658. Applies to F-27 and FH-227 Type Airplanes, certificated in all categories. Compliance required as indicated for all airplanes with 7500 hours in service on the upper engine mount attachment bolts AN4, AN5, AN6 and their nuts: (a) For F-27J, F-27M and FH-227 Type Airplanes, perform the inspections (1) through (4) specified in (c) below within the next 25 hours in service or four days, whichever occurs first, unless accomplished within the last 125 hours in service and at intervals thereafter not to exceed 150 hours in service from the last inspection. (b) For F-27, F-27A, F-27B and F-27F Type Airplanes, perform the inspections (1) through (4) specified in (c) below within the next 300 hours in service or 90 days, whichever occurs first, unless accomplished within the last 300 hours in service or 90 days and at intervals thereafter not to exceed 600 hours in service or 180 days, whichever occurs first, from the last inspection.(c) Inspect all engine mount attachment bolts on all upper inboard and outboard engine mount fittings, P/N 27-110105 or P/N 01-1101-5 as follows: (1) Visually check all bolts for gaps under bolt heads and looseness. (2) Torque bolts to check for tightness without exceeding standard torque values for bolt heads. (3) Check for gap between fitting and spar web using a .0015 feeler gage, by placing feeler gage between AN6 and AN4 bolt locations on both sides of the fitting. (4) Where gaps in excess of .0014, looseness, broken bolts, or any bolt rotation is found, AN4, AN5, or AN6 bolts and their respective AN or NAS Nuts, must be replaced before further flight with unused AN Bolts and AN or NAS Nuts with the same part number or with the respective NAS 1304, NAS 1305 or NAS 1306 bolts, using MS21042 nuts or with equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) For F-27J, F-27M and FH-227 Type Airplanes, within the next 900 hours in service or one year, whichever comes first, after the effective date of this AD, unless already accomplished, replace all AN Bolts with those bolts and nuts specified in (c)(4). (e) For F-27, F-27A, F-27B and F-27F Type Airplanes, within the next 1800 hours in service or two years, whichever comes first, after the effective date of this AD, unless already accomplished, replace all AN Bolts with those bolts and nuts specified in (c)(4). (f) If unused AN Bolts and AN or NAS Nuts are used for replacement, upon the accumulation of 7500 hours in service, the inspections specified in (a) or (b) and (c), and replacement in accordance with (d) or (e) must be accomplished. (g) The repetitive inspection required by (a) or (b) and (c) may be discontinued when all AN4, AN5 and AN6 Bolts are replaced by the NAS Bolts and MS Nuts specified in (c)(4). (h) The repetitive inspection compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. (i) Report the results of the initial inspection findings, required by this AD, to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region (Reporting Approved by the Office of Management and Budget under OMB No. CA-R0174). (Fairchild Service Bulletins F27-54-22 and FH227-54-16 pertain to this subject.) This amendment is effective July 7, 1976.
2013-04-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of the loss of the fixed frequency system, leading to the loss of power to the left and right buses and all systems serviced by these buses. This AD requires modification of the wiring and changes to existing airworthiness limitations. We are issuing this AD to prevent loss of the fixed frequency system, which could lead to loss of a number of the pilot's and co-pilot's flight instruments, in addition to other avionics systems.
2025-07-03: The FAA is superseding Airworthiness Directive (AD) 2021-09- 06, which applied to all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. AD 2021-09-06 required repetitive inspections for cracking of the left- and right-hand outboard chords of certain frame fittings and failsafe straps at a certain station around eight fasteners, and repair if any cracking is found. This AD was prompted by additional reports of cracking in the area and a subsequent determination that additional inspections are needed to address the unsafe condition. This AD requires repetitive detailed and ultrasonic inspections for cracking of the left- and right-hand sides of certain frame fittings and failsafe straps, and repair if any cracking is found. The FAA is issuing this AD to address the unsafe condition on these products.
2025-05-10: The FAA is superseding Airworthiness Directive (AD) 2012-07- 06, which applied to certain The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. AD 2012-07-06 required revising the maintenance program to update inspection requirements to detect fatigue cracking of principal structural elements (PSEs). This AD was prompted by new revisions to the airworthiness limitations of the maintenance planning document and damage tolerance rating check form document. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
93-02-01: 93-02-01 GARRETT ENGINE DIVISION, ALLIED-SIGNAL INCORPORATED: Amendment 39-8483. Docket No. 92-ANE-63. Applicability: Garrett Engine Division, Allied-Signal Incorporated Model TPE331-8, -10, -11, and -12 series turboprop engines installed on but not limited to Cessna Model 441 series (Conquest or Conquest II), Construcciones Aeronauticas, S.A. (CASA) 212 series, Twin Commander 695 series, Mitsubishi MU-2B series (Marquise/ Solitaire), Fairchild SA226 and SA227 series (Merlin and Metro), and British Aerospace (BAe) Jetstream 3101 and 3201 series (31 and 32) aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent fuel spraying on hot turbine components, which can result in an engine fire, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, remove from service in accordance with the Accomplishment Instructions of Garrett Engine Division, Allied-Signal Aerospace Company Alert Service Bulletin (SB) No. TPE331-A73-0198, Revision 1, dated January 10, 1992, Stratoflex fuel manifold assemblies, Part Number 3102469-2, manufactured on the dates listed in the service bulletin, and replace with a serviceable part. (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, Los Angeles Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles Aircraft Certification Office. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The removal and replacement of the fuel manifold shall be done in accordance with the following service bulletin: DOCUMENT NO. PAGE REVISION DATE Garrett Engine Division, Allied-Signal Aerospace Company SB No. TPE331-A73-0198 Total Pages: 8 1, 5-8 2-4 Revision 1 Original Jan. 10, 1992 Dec. 20, 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 Garrett General Aviation Services Division, Distribution Center, 2340 E. University, Phoenix, Arizona 85034. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street, NW., Suite 700, Washington, DC. (e) This amendment supersedes priority letter AD 92-02-19, issued January 14, 1992. (f) This amendmentbecomes effective on March 18, 1993.
92-18-12: 92-18-12 BOEING: Amendment 39-8357. Docket No. 91-NM-234-AD. Supersedes AD 91-18-08, Amendment 39-8011. \n\n\tApplicability: Model 747 series airplanes, equipped with brake part numbers (P/N) identified in paragraphs (a) and (b) of this AD, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 180 days after November 12, 1991 (the effective date of Amendment 39-8011, AD 91-18-08), incorporate the maximum brake wear limits, shown below, into the FAA-approved maintenance inspection program: \n\n\nBrake Mfr.\t\t\t\nBrake P/N\nBoeing P/N\nMaximum Wear Limit \nBendix\n2603703-13\n60B10014-9\n1.55 inches \nBendix\n2603703-14\n60B10014-11\n1.55 inches \nBendix\n2605662-1\n60B10014-15\n2.50 inches\nBendix\n2605662-3\n60B10014-23\n2.70 inches \nBFGoodrich\n2-1515-1\n60B10062-11\n2.00 inches \nBFGoodrich\n2-1515-2\n60B10062-12\n2.00 inches(b)\tWithin 180 days after the effective date of this AD, accomplish the requirements specified in paragraph (b)(1), (b)(2), (b)(3), (b)(4), (b)(5), or (b)(6) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes equipped with Bendix Part Numbers (P/N) 2602012-2, -3, -4, and -5, (Boeing P/N 60B00150-5, -6, -8, and -12): \n\n\t\t\t(i)\tInspect each brake to ensure it is not worn more than 1.75 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with a Bendix Brake P/N 2602012-30, -40, or -50, (Boeing P/N 60B00150-21, -22, and -23), as applicable, built in accordance with Bendix Service Bulletin 2602012-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N's 2602012-30, -40, and -50 to the FAA-approved Airplane Flight Manual (AFM), Section 4, "Maximum Brake Energy Limit Speed," Category "B", and remove Bendix brake P/N's 2602012-2, -3, -4, and -5 from the AFM. \n\n\t\t\t(iii)\tIntermix of the P/N 2602012-2, -3, -4, and -5 brakes with the P/N 2602012-30, -40 and -50 brakes is allowed for 360 days after the effective date of this AD. Delay removal of the P/N 2602012-2, -3, -4, and -5 brakes from the AFM, as required by paragraph (b)(1)(ii) of this AD, until intermix is ended. \n\n\t\t\t(iv)\tChange all references of Bendix Brake P/N's 2602012-2, -3, -4, and -5 to Category "B" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(v)\tIncorporate a 1.75-inch maximum allowable brake wear limit for Bendix Brake P/N's 2602012-30, -40, and -50 into the FAA-approved maintenance inspection program. \n\n\t\t(2)\tFor airplanes equipped with Bendix Brake P/N's 2601902-1, -2, and -5, (Boeing P/N's 60B00150-4, -9, and -13): Incorporate a 2.38-inch maximum allowable brake wear limit into the FAA-approved maintenance inspection program. \n\n\t\t(3)\tFor airplanes equipped with Bendix Brake P/N's 2601902-3, -4, and -6, (Boeing P/N's 60B00150-10, -11, and -14): \n\n\t\t\t(i)\tInspect each brake to ensure it is not worn more than 1.73 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with a Bendix Brake P/N 2601902-30, -40, or -60, (Boeing P/N's 60B00150-24, -25, and -26), as applicable, built in accordance with Bendix Service Bulletin 2601902-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N's 2601902-30, -40, and -60 to the AFM, Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermix of the P/N 2601902-3, -4, and -6 brakes with the P/N 2601902-30, -40, and -60 brakes is allowed for 360 days after the effective date of this AD when a 1.73-inch maximum allowable brake wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N's 2601902-3, -4, and -6 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of these brakes to Category "B" until intermixing isended. \n\n\t\t\t(v)\tChange all references of Bendix P/N's 2601902-3, -4, and -6 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)\tIncorporate a 2.38-inch maximum allowable brake wear limit for Bendix Brake P/N's 2601902-3, -4, and -6, and a 1.73-inch maximum allowable brake wear limit for P/N's 2601902-30, -40, and -60, into the FAA-approved maintenance inspection program. \n\n\t\t(4)\tFor airplanes equipped with Bendix Brake P/N 2605662-2, (Boeing P/N 60B10014-14): \n\n\t\t\t(i)\tInspect each brake to ensure that it is not worn more than 1.73 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with Bendix Brake P/N 2605662-20, (Boeing P/N 60B10014-30), built in accordance with Bendix Service Bulletin 2605662-32-028, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N 2605662-20 to the AFM, Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermixof the P/N 2605662-2 brakes with the P/N 2605662-20 brakes is allowed for 360 days after the effective date of this AD when a 1.73-inch maximum allowable wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N 2605662-2 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of these brakes to Category "B" until intermix is ended. \n\n\t\t\t(v)\tChange all references of Bendix P/N 2605662-2 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)\tIncorporate a 2.38-inch maximum allowable brake wear limit for Bendix Brake P/N 2605662-2, and a 1.73-inch maximum allowable brake wear limit for P/N 2605662-20, into the FAA-approved maintenance inspection program. \n\n\t\t(5)\tFor airplanes equipped with Bendix Brake P/N 2605155-1, (Boeing P/N 60B10014-10): \n\n\t\t\t(i)\tInspect each brake to ensure that it is not worn more than 2.50 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with Bendix Brake P/N 2605155-2, (Boeing P/N 60B10014-31), built in accordance with Bendix Service Bulletin 2605155-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N 2605155-2 to the Airplane Flight Manual (AFM), Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermix of the P/N 2605155-1 brakes with the P/N 2605155-2 brakes is allowed for 360 days after the effective date of this AD when a 2.50-inch maximum allowable wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N 2605155-1 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of this brake to Category "B" until intermixing is ended. \n\n\t\t\t(v)\tChange all references of Bendix P/N 2605155-1 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)Incorporate a 3.20-inch maximum allowable brake wear limit for Bendix Brake P/N 2605155-1, and a 2.50-inch maximum allowable brake wear limit for P/N 2605155-2, into the FAA-approved maintenance inspection program. \n\n\t\t(6)\tFor airplanes equipped with Bendix Brake P/N 2605392-1, (Boeing P/N 60B10035-2): Incorporate a 1.90-inch maximum allowable brake wear limit into the FAA-approved maintenance inspection program. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may concur or comment 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.(d)\tSpecial 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. \n\n\t(e)\tBrakes shall be built in accordance with Bendix Service Bulletin 2601902-32-001, Revision 2, dated October 10, 1991; Bendix Service Bulletin 2602012-32-001, Revision 2, dated October 10, 1991; Bendix Service Bulletin 2605155-32-001, Revision 2, dated October 10, 1991; or Bendix Service Bulletin 2605662-32-028, Revision 2, dated October 10, 1991; as applicable. 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 Allied-Signal Aerospace Company, Bendix Wheels and Brakes Division, South Bend, Indiana 46628. 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(f)\tThis amendment becomes effective on November 17, 1992.
2013-02-51: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires modification of the battery system, or other actions. This AD was prompted by recent incidents involving lithium ion battery failures that resulted in release of flammable electrolytes, heat damage, and smoke. We are issuing this AD to correct damage to critical systems and structures, and the potential for fire in the electrical compartment.