Results
94-04-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Twin Commander Aircraft Corporation (Twin Commander) Models 685, 690, 690A, and 690B airplanes. This action requires modifying the wing ribs at Wing Station (WS) 39, inspecting (one-time) WS 39 for cracks or corrosion, treating any corrosion found, and replacing any cracked wing front spar lower cap (spar cap). Several reports of cracked spar caps and cracked and deformed wing ribs at WS 39 on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent failure of the wing structure caused by a cracked spar cap or cracked or deformed wing rib at WS 39.
2020-12-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC130B4 and EC130T2 helicopters. This AD was prompted by a report that a changed manufacturing process for the tail rotor blades (TRB) was implemented, affecting the structural characteristics of the blades and generating a new part number for these blades. This AD requires re-identifying each affected TRB having a certain part number and serial number and establishing a life limit for the new part numbers. This AD also prohibits installation of any affected TRB identified with the old part number on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
2003-17-16: This amendment adopts a new airworthiness directive (AD) that applies to certain Robert E. Rust (R.E. Rust) Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A airplanes. This AD requires you to repetitively inspect the tailplane attachment brackets and replace each bracket at a specified time. This AD also requires you to repetitively inspect each joint of the port and starboard engine mount frame and the rear upper mount frame tubes for cracks and/or damage and repair any cracks and/or damage found. This AD is the result of reports of stress corrosion cracking found on the tailplane attachment brackets and fatigue cracking and chaffing of the engine mount frame. The actions specified by this AD are intended to prevent failure of the tailplane attachment brackets caused by stress corrosion cracking and failure of the engine mount, which could result in loss of the tail section and separation of the engine from the airplane respectively. Such failures could lead to loss of control of the airplane.
2008-16-12: We are adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 series airplanes. This AD requires repetitive inspections for any wrinkle in certain external skin panels, and for cracking at the fuselage bulkhead shear tie end fastener locations at certain stations of Section 48 of the fuselage; and doing related investigative and corrective actions if necessary. This AD results from a report of cracks found in the external skin on the left and right sides of the Section 48 panel of the fuselage on two airplanes with skin wrinkles found at two of the external crack locations. We are issuing this AD to detect and correct wrinkles and cracks in certain external skin panels of Section 48, which could join together and result in reduced structural integrity of support structure for the vertical and horizontal stabilizers and inability of the airplane to sustain limit loads.
2008-16-07: 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: There was one reported failure of the elevator centering torsion spring. Investigation revealed that the tangs on the torsion spring had been bent due to difficulty encountered during installation of the elevator centering torsion spring on the horizontal stabilizer torque tube. The bending of the tangs on the torsion spring would degrade its durability and could lead to premature failure of the elevator centering torsion spring. A control rod disconnect between the elevator aft quadrant and the elevator Power Control Unit input torque tube, in combination with the loss or reduction in elevator centering capability, could result in a significant reduction in aircraft pitch control. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-13-04: The FAA is superseding Airworthiness Directive (AD) 2017-09-06 for all General Electric Company (GE) GEnx-1B and GEnx-2B model turbofan engines. AD 2017-09-06 required updating electronic engine control (EEC) full authority digital electronic control (FADEC) software on GEnx-1B and GEnx-2B turbofan engines and replacing a certain fan hub frame assembly part installed on GEnx-2B turbofan engines. This AD requires updating EEC software on GEnx-1B and GEnx-2B engines and replacing a certain fan hub frame assembly part installed on GEnx-2B engines. This AD was prompted by the development of a design change by GE to remove the unsafe condition. The FAA is issuing this AD to address the unsafe condition on these products.
94-04-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Beech Model 400A airplanes. This action requires rework or replacement of certain hubcaps on the main landing gear. This AD also requires incorporation of procedures into the FAA-approved maintenance program for inspections of the transducer drive clip to ensure that the drive clip gap does not exceed a specified limit. This amendment is prompted by a report that a Beech Model 400A airplane lost its anti-skid braking system during landing roll out. The actions specified in this AD are intended to prevent degradation or loss of braking performance. Comments for inclusion in the Rules Docket must be received on or before April 19, 1994.
96-14-09: 96-14-09 BRITISH AEROSPACE REGIONAL AIRCRAFT LIMITED, AVRO INTERNATIONAL AEROSPACE DIVISION (Formerly British Aerospace, plc; British Aerospace Commercial Aircraft Limited): Amendment 39-9694. Docket No. 96-NM-162-AD. Supersedes AD 94-07-09, Amendment 39-8867. Applicability: All Model BAe 146-100A, -200A, and -300A airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been 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 (e) 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 engine power rollback during flight in icing conditions above an altitude of 26,000 feet, accomplish the following: (a) For airplanes listed in British Aerospace Service Bulletin SB.11-97-01285A, Revision 1, dated April 3, 1992: Within 30 days after December 17, 1992 (the effective date of AD 92-24-09, amendment 39-8415), install a placard below the ice protection switches on the flight deck overhead panel to include additional procedures to be followed when operating at certain flight levels with the engine and airframe anti-ice switch ON, in accordance with British Aerospace Service Bulletin SB.11-97-01285A, Revision 1, dated April 3, 1992. (b) For airplanes listed in British Aerospace Service Bulletin SB.11-97-01285A, Revision 1, dated April 3, 1992: Within 30 days after December 17, 1992 (the effective date of AD 92-24-09, amendment 39-8415), modify the air brake auto-retract function, in accordance with British Aerospace Service Bulletin SB.11-97-01285A, Revision 1, dated April 3, 1992. (c) Within 6 days after the effective date of this AD, amend the FAA-approved Airplane Flight Manual (AFM) as required by paragraphs (c)(1) and (c)(2) of this AD. (1) Remove the following Temporary Revisions (TR) from the Limitations Section and Normal/Abnormal Procedures Section, as applicable: (i) For Model BAe 146-100A airplanes: TR 30, Issue No. 2 (Document No. BAe 3.3), dated February 1994. (ii) For Model BAe 146-200A airplanes: TR 41, Issue No. 2 (Document No. BAe 3.3), dated February 1994, or TR 42, Issue No. 2 (Document No. BAe 3.3), dated February 1994, as applicable. (iii) For Model BAe 146-300A airplanes: TR 23, Issue No. 2 (Document No. BAe 3.3), dated February 1994. (2) Insert the following TR s into the Limitations Section and theNormal/Abnormal Procedures/Handling Section, as applicable. (i) For Model BAe 146-100A airplanes: TR 32, Issue No. 2 (Document BAe 3.3), dated July 1996. (ii) For Model BAe 146-200A airplanes: TR 44, Issue No. 2 (Document BAe 3.6), dated July 1996. (iii) For Model BAe 146-300A airplanes: TR 25, Issue No. 2 (Document BAe 3.11), dated July 1996. (d) When the TR s specified in paragraph (c)(2) have been incorporated into an AFM General Revision, the applicable AFM General Revision may be inserted into the corresponding FAA-approved AFM, provided the information contained in the AFM General Revision corresponds identically to that specified in TR 32, TR 44, or TR 25. (e) 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 Operations 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. (f) 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. (g) The AFM revisions shall be done in accordance with Temporary Revision (TR) 32, Issue No. 2 (Document BAe 3.3), dated July 1996 (for Model BAe 146-100A airplanes); TR 44, Issue No. 2 (Document BAe 3.6), dated July 1996 (for Model BAe 146-200A airplanes); and TR 25, Issue No. 2 (Document BAe 3.11), dated July 1996 (for Model BAe 146-300A airplanes); 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 British Aerospace Holding, Inc., Avro International Aerospace Division, P.O. Box 16039, Dulles International Airport, Washington DC 20041-6039. 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. (h) This amendment becomes effective on July 22, 1996, to all persons except those persons to whom it was made immediately effective by emergency AD 96-14-09, issued July 2, 1996, which contained the requirements of this amendment.
99-12-02: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 99-12-02, which was sent previously to all known U.S. owners and operators of Raytheon Aircraft Corporation (Raytheon) Beech Models 45 (YT-34), A45 (T-34A, B-45), and D45 (T-34B) airplanes. This AD requires incorporating operating limitations that restrict operation of the airplanes to normal category operation and prohibit them from acrobatic and utility category operations; limit the flight load factor to 0 to 2.5 G; and limit the maximum airspeed to 175 miles per hour (mph) (152 knots). This AD resulted from a report of an in-flight separation of the right wing on a Raytheon Beech Model A45 (T-34A) airplane. The actions specified by this AD are intended to assure the operational safety of the above-referenced airplanes. Comments for inclusion in the Rules Docket must be received on or before July 30, 1999.
85-26-01: 85-26-01 SECUR AIGLON: Amendment 39-5198. Applies to Secur Aiglon (formerly l'Aiglon) Model 343 safety belts equipped with type 343, 343A, 343B, 343C buckles installed in, but not limited to, Aerospatiale SA360C helicopters. Compliance is required as indicated unless already accomplished. To prevent any possible jamming and failure to unlock the belt, accomplish the following: Within the next 90 days after the effective date of this AD, modify the belt buckle in accordance with the repair instructions specified in Secur Aiglon SB No. TRW 1 dated April 27, 1984, or later FAA approved revision. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, 15 Rue de la Loi, B-1040, Brussels, Belgium, telephone 531.38.30. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, AEU-100, 15 Rue de la Loi, B-1040, Brussels, Belgium, may adjust the compliance time specified in this AD. Secur Aiglon SB No. TRW 1, dated April 27, 1984, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Anjore Aeronautique, Avenue de l'Osier, 49125 Tierce, France. This document also may be examined at the Office of the Regional Counsel, FAA, New England Region, Room 311, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on February 6, 1986.