Results
94-15-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100SR series airplanes, that currently requires that the FAA-approved maintenance inspection program include inspections which will give no less than the required damage tolerance rating (DTR) for each Structural Significant Item (SSI). That AD was prompted by a structural re-evaluation of this airplane model by the FAA. The actions specified in that AD are intended to ensure the continued structural integrity of the total Boeing Model 747-100SR fleet. This amendment revises the applicability of the rule by removing airplanes and adding others.
2008-02-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Bombardier Aerospace has completed a system safety review of the CL-600-2B19 aircraft fuel system * * *. The assessment showed that if the fuel boost pump reducer coupling is anodized, insufficient electrical bonding between the boost pump canister and the pressure pick-up line could occur. Insufficient electrical bonding between the boost pump canister and the pressure pick-up line, if not corrected, could result in arcing and potential ignition source inside the fuel tank during lightning strikes and consequent fuel tank explosion. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-05-12: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation Model GVII-G500 and GVII-G600 airplanes. This AD requires revising the airplane flight manual (AFM) for your airplane to incorporate revised limitations and procedures. This AD was prompted by a report of a landing incident where the alpha limiter engaged in the landing flare in unstable air while on the approach, resulting in a high rate of descent landing and damage to the airplane. The FAA is issuing this AD to address the unsafe condition on these products.
2001-12-20: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-50 turbofan engines. This amendment requires removal of old high pressure compressor (HPC) air ducts and mating hardware and replacement with newly designed air ducts and reworked mating hardware. This amendment also requires the repetitive inspection of certain reworked mating hardware. This amendment is prompted by reports of an uncontained low pressure turbine (LPT) disk failure that resulted from an air duct failure that caused a fan mid shaft (FMS) separation. The actions specified by this AD are intended to prevent HPC air duct failures that could result in FMS failures, that in turn could result in rejected takeoffs or uncontained LPT events, and to prevent HPC rear shaft failures that could result in uncontained engine failures.
91-13-04: 91-13-04 MCDONNELL DOUGLAS: Amendment 39-7035. Docket No. 91 NM-108-AD. \n\n\tApplicability: Model DC-9-87 (MD-87) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent chafing and subsequent arcing of wires which could cause a fire resulting in the loss of engine controls and/or passengers becoming asphyxiated due to smoke inhalation, accomplish the following: \n\n\t(a)\tWithin 30 days after the effective date of this AD, modify the airplane by rerouting the wire assembly located on the right side of the airplane between stations Y=1022.000 and Y=1062.000 at longeron 3 in accordance with McDonnell Douglas Alert Service Bulletin A24-123, dated March 19, 1991. \n\n\t(b)\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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(c)\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(d)\tThe modification requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A24-123, dated March 19, 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 McDonnell Douglas Corporation, Douglas Aircraft Company, P.O. Box 1771, Long Beach, California 90801, Attention: Business Unit Manager, Service Bulletins, Service Change and Modification Kits, Product Support, Mail Code 73-30. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7035, AD 91-13-04) becomes effective on June 27, 1991.
2007-26-14: The FAA is superseding an existing airworthiness directive (AD), which applies to all Airbus Model A300 B2 and B4 series airplanes; and all Model A300 B4-600, B4-600R, and F4-600R (collectively called A300-600) series airplanes. That AD currently requires repetitive inspections to detect cracking of the upper radius of the forward fitting of frame 47, and repair if necessary. This new AD retains those requirements, but reduces inspection thresholds and repetitive intervals, and adds related investigative and corrective actions. This AD also provides an optional terminating action for the repetitive inspections only for airplanes with cracking that is within certain limits, and a post-repair inspection program following the optional terminating action. This AD results from reports of additional cracking in airplanes that were inspected in accordance with the existing AD. We are issuing this AD to detect and correct fatigue cracking of the left and right upper radius at frame 47, which could propagate and result in reduced structural integrity of the airplane.
2001-12-21: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 747 series airplanes, that currently requires revising the Airplane Flight Manual to include procedures to prevent dry operation of the center wing fuel tank override/jettison pumps and, for certain airplanes, to prohibit operation of the horizontal stabilizer tank transfer pumps in-flight. For certain airplanes, this amendment requires installation of improved fuel pumps, which terminates the requirements of the existing AD. This amendment is prompted by new information received from the fuel pump manufacturer. The actions specified by this AD are intended to prevent contact between the rotating paddle wheel and the stationary end plates within the center wing tank override/jettison fuel pumps or horizontal stabilizer tank transfer pumps, which could cause sparks and/or a hot surface condition and consequent ignition of fuel vapor in the center wing tank or horizontal stabilizertank during dry pump operation (no fuel flowing).
94-15-05: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 747-400 series airplanes, that requires various inspections and functional tests of the thrust reverser control and indication system, and correction of any discrepancy found. This amendment is prompted by an investigation to determine the controllability of Model 747 series airplanes following an in-flight thrust reverser deployment, which has revealed that, in the event of thrust reverser deployment during high-speed climb or during cruise, these airplanes could experience control problems. The actions specified by this AD are intended to ensure the integrity of the fail safe features of the thrust reverser system by preventing possible failure modes in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight.
94-14-07 R1: This amendment revises an existing airworthiness directive (AD), applicable to all Jetstream Model 4101 airplanes, that currently requires modification of the mounting structure of the elevator controls on the rear pressure bulkhead. That AD was prompted by results of a structural analysis which indicate that certain structure in the elevator control system may be subject to deformation when maximum load is exerted by the pilot(s) in the event of a jam in the elevator control cables. The actions specified in that AD are intended to prevent reduced controllability of the airplane due to structural deformation in the elevator control system. This amendment limits the applicability of the rule.
94-07-10 R1: This amendment revises AD 94-07-10, which currently requires the following on Fairchild Aircraft SA226 and SA227 series airplanes: repetitively inspecting (visually) the wing skin for cracks; dye penetrant inspecting the rib straps if the wing skin is found cracked; and, if any crack is found in the rib straps, repairing the rib straps and modifying the wing skin. That AD references an incorrect dye penetrant inspection when the wing skin is found cracked. This action maintains the requirements of AD 94-07-10, but incorporates reference to the correct dye penetrant inspection for when the wing skin is found cracked. The actions specified by this AD are intended to prevent failure of the wing skin at the top aft outboard corner of the battery box, which could result in structural damage to the wing.
94-15-02: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires inspections to verify the installation of shear pins, shear pin retainers, and shear pin retainer attaching parts in the aft end of the center pylon thrust link, and repair, if necessary. That AD was prompted by a report that both shear pins that attach the aft end of the center engine pylon thrust link to the tail pylon were missing. This amendment adds inspections to verify that the shear pin retainer attaching parts are tightened within specified limits; and adds a terminating modification for those inspections. This amendment also expands the applicability of the rule to include additional airplanes. The actions specified by this AD are intended to prevent structural damage to the engine mount structure, which could lead to loss of airplane components.
2008-02-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: It has been found that the implementation of the Inertial Reference Units (IRU) on the ERJ-170 [and ERJ-190] may lead, in certain degraded modes, to an erroneous Flight Path Angle (FPA) indication on both Primary Flight Displays, with no alert to the flight crew. On the ERJ-170 [and ERJ-190], FPA is considered as important as pitch and bank angle for piloting purposes. The unsafe condition is reduced ability of the flightcrew to control the flight path of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-11-06: We are superseding an existing airworthiness directive (AD) that applies to 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: In June 2000, prompted by a crack found at the top of the Nose Landing Gear (NLG) oleo, BAE Systems Operations) Ltd (BAE Systems) issued Inspection Service Bulletin (ISB) ISB.32-158. * * * Later, as part of an accident investigation, the examination of a fractured NLG main fitting showed that M-D (Messier-Dowty) SB.146- 32-150 was not accomplished * * *. BAE Systems determined that more NLG units could be similarly affected. * * * Subsequently, investigation and analysis by M-D identified the need for a reduction of the inspection threshold and the repetitive inspection interval for the affected NLG units * * *. * * * * ** * * [I]nvestigation by M-D showed that if any undetected crack was present at the time of the embodiment of M-D SB 146-32-150, Part B or Part C, it could continue to grow while the NLG is in service and could lead to the failure of the main fitting and possible collapse of the NLG. * * * [B]AE Systems have received additional reports of cracked NLG main fittings. One operator reported a crack in a premodification main fitting. * * * * * * * * Undetected cracks could lead to failure of the NLG Main Fitting and collapse of the NLG. * * * * * The unsafe condition is cracking of the NLG, which could adversely affect the airplane's safe landing. We are issuing this AD to require actions to correct the unsafe condition on these products.
2018-15-03: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 787 series airplanes powered by Rolls Royce Trent 1000 engines. This AD was prompted by a report of failures of the inner fixed structure (IFS) forward upper fire seal and damage to thermal insulation blankets in the forward upper area of the thrust reverser (TR). This AD requires an inspection to determine the part number of the IFS forward upper fire seal, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
94-14-18: This amendment adopts a new airworthiness directive (AD) that is applicable to certain de Havilland Model DHC-8-100 series airplanes. This action requires repetitive inspections of the hydraulic selector valve to determine the rate of leakage of hydraulic fluid, and replacement of certain valves with serviceable valves, if necessary. This AD also provides an optional terminating action for the repetitive inspections. This amendment is prompted by a report of pilot valve leakage of hydraulic fluid in a landing gear selector valve on a Model DHC-7 series airplane. The actions specified in this AD are intended to prevent inadvertent retraction of the landing gear in the event of a low voltage condition at the selector valve down solenoid.
2007-26-21: 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: Icing tunnel tests on an EMB-120 wing section, conducted under a joint Embraer-NASA (National Aeronautics and Space Administration)-- FAA-CTA (Centro Tecnico Aeroespacial) research program well after the EMB-120( ) was type-certificated, have shown that stick shaker to stick pusher speed margins may drop below the minimum required by the applicable regulations in certain icing conditions. Although flight tests have shown that the aircraft handling qualities are not adversely affected, these reduced speed margins may significantly increase crew workload in certain flight phases. The unsafe condition is reduced ability of the flightcrew to maintain thesafe flight and landing of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2001-12-18: This amendment adopts a new airworthiness directive (AD), applicable to certain CASA Model CN-235 series airplanes, that requires modification of the rigging of the engine control cable assembly and replacement of either the entire engine control cable assembly or a segment of the control cables. This amendment is prompted by issuance of mandatory continuing airworthiness information issued by a foreign airworthiness authority. The actions specified by this AD are intended to prevent fatigue of the engine control cables, leading to breakage of the cables, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2020-05-01: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent 1000-AE3, Trent 1000- CE3, Trent 1000-D3, Trent 1000-G3, Trent 1000-H3, Trent 1000-J3, Trent 1000-K3, Trent 1000-L3, Trent 1000-M3, Trent 1000-N3, Trent 1000-P3, Trent 1000-Q3, and Trent 1000-R3 model turbofan engines. This AD requires initial and repetitive borescope inspections (BSI) of the high-pressure turbine (HPT) blades. This AD also requires replacement of HPT blades with parts eligible for installation when the HPT blades fail inspection or reach the new life limit. This AD was prompted by the manufacturer identifying that the HPT blades may fail prematurely. The FAA is issuing this AD to address the unsafe condition on these products.
92-06-02: 92-06-02 SAAB-SCANIA: Amendment 39-8182. Docket 91-NM-170-AD. Applicability: Model SF-340A series airplanes, Serial Numbers 004 through 159; and SAAB 340B series airplanes, Serial Numbers 160 through 259; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent impeded passenger evacuation during an emergency egress, accomplish the following: (a) Within 600 landings after the effective date of this AD, accomplish the following in accordance with SAAB Service Bulletin 340-52-014, dated April 16, 1991: (1) After removing the two main passenger door handle spring pins (roll pins), perform an inspection of the spring pin holes for proper hole tolerance. If the hole diameter is undersize or oversize, prior to further flight, repair in accordance with the service bulletin. (2) Replace the two spring pins on the main passenger door handle mechanism with new spring pins, and install additional locking bolts at the upper and lower door handles in accordance with the service bulletin. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection, repair, and replacement shall be done in accordance with SAAB Service Bulletin 340-52-014, dated April 16, 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 SAAB-Scania AB, Product Support, S-581.88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective on April 13, 1992.
90-24-03: 90-24-03 FAIRCHILD AIRCRAFT (SWEARINGEN AIRCRAFT): Amendment 39-6837. Final copy of Priority Letter 90-24-03. Docket No. 90-CE-69-AD. Applicability: SA26, SA226, and SA227 series airplanes (all serial numbers), certificated in any category. Compliance: Required within the next 15 hours time-in-service or 10 calendar days after receipt of this AD, whichever occurs first, unless already accomplished. To prevent aerodynamic vibration, structural deformation, and possible loss of control of the airplane, accomplish the following: (a) Visually inspect the rudder trim tab link assemblies (Part Numbers 27-42025-001 through 27-42025-009 as installed) as follows: (1) Remove the fairing strip between the vertical fin and rudder. (2) Check each connecting rod end for freedom of movement and corrosion around the bearing as follows: (i) Move the rudder trim system from full left to full right deflection and check for any indications of corrosion or binding in the rod end fittings. (ii) If necessary, remove the bolt connecting the actuator and each rod end and check the bearings for freedom of movement. (iii) Check the bolts connecting the rudder actuator to each rod end to insure each bolt is oriented vertically. (3) If either rod end is corroded, prior to further flight replace the affected rod end with a serviceable part. (4) If the rudder trim mechanism is incorrectly installed, or if either rod end bearing is binding, prior to further flight replace the affected connecting rod and rod end assembly with serviceable parts. (5) If corrosion or binding is not found, reinstall the fairing strip and return the airplane to service. NOTE 1: Fairchild Aircraft Service Notes 26-SN-061, 226-SN-162, and 227-SN-074 pertain to the subject of this AD. NOTE 2: Although not required by this AD, the inspections specified in this AD should be included in the regular aircraft maintenance program. (b)Airplanes may be flown in accordance to FAR 21.197 and 21.199 to a location where this AD may be accomplished. (c) An alternate method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Airplane Certification Office, Southwest Region, FAA, Fort Worth, Texas 76193-0150; Telephone (817) 624-5150. NOTE 3: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Airplane Certification Office, Fort Worth, Texas 76193-0150. This amendment (39-6837, AD 90-24-03) becomes effective on January 25, 1991, as to all persons except those persons to whom it was made immediately effective by priority letter AD 90-24-03, issued November 20, 1990, which contained this amendment.
2007-26-11: We are adopting a new airworthiness directive (AD) for certain oxygen reserve cylinders. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country with which we have a bilateral agreement to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: This Airworthiness Directive (AD) is issued following information concerning the risk of high-pressure oxygen cylinder tearing with sudden emptying. These cylinders are used for missions at high altitudes or to ensure respiratory air for passengers feeling sick. It has been demonstrated that the material characteristics of the Aluminum Alloy 5283 (AA5283) from which the cylinders are manufactured deteriorate in the course of time and may possibly lead these oxygen cylinders to tear and abruptly vent aboard an aircraft. This unsafe condition requires immediate action due to the risk of oxygen cylinders exploding on board an aircraft and creating a fire hazard. This AD requires actions that are intended to address this unsafe condition.
94-14-22: This amendment adopts a new airworthiness directive (AD) that applies to de Havilland DHC-6 series airplanes. This action requires repetitively inspecting the horizontal stabilizer center hinge bracket for cracks, and replacing any cracked center hinge bracket. Several reports of cracks in the horizontal stabilizer center hinge bracket flange on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent separation of the elevator control support from the airplane as a result of a cracked horizontal stabilizer center hinge bracket, which could result in reduced controllability of the airplane.
2020-04-11: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 series airplanes. This AD was prompted by a report of a certain modification that causes interference with inspections that are intended to detect fatigue cracks. This AD requires repetitive low frequency eddy current (LFEC) inspections of a certain fuselage upper skin lap splice for cracks, repetitive high frequency eddy current (HFEC) \n\n((Page 13478)) \n\ninspections of a certain fuselage upper skin lap splice for cracks, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2001-12-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Hawker 800XP series airplanes, that requires an inspection to confirm the installation of rivets at fuselage stations 251.975, 262.35, 272.725, and 283.10, and installation of new rivets, if necessary. The actions specified by this AD are intended to detect and correct fatigue cracking of the fuselage skin, and consequent loss of cabin pressurization. This action is intended to address the identified unsafe condition.
2018-14-11: We are adopting a new airworthiness directive (AD) for all ATR-GIE Avions de Transport R(eacute)gional Model ATR72 airplanes. This AD was prompted by a determination that more restrictive maintenance instructions and airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised maintenance instructions and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.