Results
98-22-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all CASA Model C-212 series airplanes, that currently requires replacement of the cover of the power control quadrant pedestal with a cover that incorporates slot protection. This amendment requires repetitive inspections for deterioration or damage of the slot protection installed in the cover of the power control quadrant pedestal. This amendment also requires eventual modification of the cover, which constitutes terminating action for the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent deterioration of the slot protection installed in the cover of the power control quadrant pedestal, which could allow foreign objects to jam or interfere with the power or trim control system and result in reduced controllability of the airplane.
2019-13-02: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 airplanes. This AD was prompted by reports of cracking in the lower lobe skin panel assemblies of the fuselage and an evaluation by the design approval holder (DAH) indicating that these assemblies are subject to widespread fatigue damage (WFD). This AD requires replacement of lower lobe skin panel assemblies, detailed inspections for scribe lines, and applicable on- \n\n((Page 34770)) \n\ncondition actions. The FAA is issuing this AD to address the unsafe condition on these products.
98-04-49: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A320-111, -211, -212, -214, -231, -232, and -233 series airplanes, that requires repetitive ultrasonic inspections to detect fatigue cracking in the wing/fuselage joint cruciform fittings, and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracks on the wing/fuselage joint cruciform fittings, which could result in reduced structural integrity of the wing/fuselage.
87-22-02 R1: 87-22-02 R1 SOCATA: Amendment 39-5756 as revised by Amendment 39-6436. Applicability: Models TB 10, TB 20, and TB 21 (Serial Numbers 1 through 795 inclusive) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent structural failure of the horizontal stabilizer/elevator attachment and loss of pitch control, accomplish the following: (a) Upon the accumulation of 700 hours total time-in-service (TIS) or within the next 25 hours TIS, whichever comes later, unless previously accomplished per AD 87-22-02 (unrevised), visually inspect for cracks on the forward and aft surface of fuselage frame Number 9 (Socata P/N TB 10.21.010.102) in the area of the hinge and attachment fittings of the horizontal stabilizer/elevator. If the existence of a crack is uncertain, remove the horizontal stabilizer and attachment fittings and perform a dye penetrant inspection of the area. (1) If no cracks are found as a result of the inspection in paragraph (a) above, repeat the inspection at intervals not to exceed 100 hours TIS thereafter. (2) If cracks are found as a result of any of the above inspections, prior to further flight replace the cracked fuselage frame Number 9 with a new serviceable part. (b) The repetitive inspections specified in paragraph (a)(1) of this AD may be suspended for a period not to exceed 700 hours TIS after the repairs specified in paragraph (a)(2) have been accomplished. (c) If Modification No. 70, specified in SOCATA Service Bulletin No. 35/1, dated December 1987, has been installed on the airplane, and if no crack existed in the fuselage frame when Modification No. 70 was installed, then the repetitive inspections specified in paragraph (a)(1) are no longer required. (d) Airplanes may be flown in accordance with Section 21.197 of the FAR to a location where these inspections may be performed. Once any crack is detected on fuselage frame Number 9,no further flight is authorized until repairs are completed. (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, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30, extension 2710/2711. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Product Support Manager, SOCATA-Groupe Aerospatiale, U.S. Marketing and Product Support, 2701 Forum Drive, Grand Prairie, Texas 75053; Telephone (214) 641-3614; or SOCATA-Groupe Aerospatiale, B.P. 38, 65001 Tarbes, France; Telephone 62 51 7300; or may examine these documents at the FAA, CentralRegion, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD revises AD 87-22-02, Amendment 39-5756. This amendment (39-6436, AD 87-22-02 R1) becomes effective on February 26, 1990.
2000-23-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2B16 (CL-604) series airplanes. This action requires, among other actions, a general visual inspection to detect gaps between the vane bracket(s) and the adjacent skin; corrective actions, if necessary; and replacement of the six flap vane actuator beams with new beams. This action is necessary to detect and correct corrosion of the inboard flap actuator beam assembly and gaps between the vane brackets and adjacent skin, which could compromise the structural integrity of the flap systems and reduce the controllability of the airplane in the event that a flap vane actuator or a flap vane bracket fails during flight. This action is intended to address the identified unsafe condition.
87-04-20: 87-04-20 PARTENAVIA: Amendment 39-5547. Applies to certain Partenavia Models P-68, P-68B, P-68C, P-68C-TC, P68 "OBSERVER" and P68TC "OBSERVER" (Serial Numbers (S/N) 1 to 340 inclusive) airplanes equipped with photogrammetric hatch, certificated in any category. Compliance: Required within 50 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. To preclude possible loss of braking and/or loss of aileron control, accomplish the following: (a) For airplanes with Serial Numbers (S/N) 1 to 298 inclusive, visually inspect the aileron control cable to the right side of the photogrammetric hatch for interference with the brake oil line in accordance with steps 1 through 6 of Part 1A, "INSPECTION INSTRUCTIONS" of Partenavia Service Bulletin (S/B) No. 68 dated January 31, 1986 (referred to hereafter as S/B NO. 68). (1) If no discrepancy is found, return the airplane to service. (2) If a discrepancy is found, prior to furtherflight, accomplish the following: (i) Replace damaged oil tube. Carefully inspect and, if necessary, replace the aileron control cable. (ii) To prevent further interference between the brake oil lines and the aileron control cable, install a clamp (MS 21919-DG9) as shown in figure 2 on page 3/3 of S/B No. 68. (iii) Visually check that the clamp is properly installed and the interference is no longer present. (iv) Return the airplane to service. (b) For airplanes with S/N 299 to 340 inclusive: (1) Remove carpeting from around the photogrammetric hatch. (2) Cut a rectangular inspection hole 3.35 inches by 2.35 inches (85 x 60mm) in accordance with figures 1 and 2 on page 3/3 of S/B No. 68. (3) Manufacture a rectangular cover plate for the above inspection hole in accordance with figure 2 on page 3/3 of S/B No. 68. (4) Visually inspect the aileron cable to the right of the photogrammetric hatch for interference with the brake oilline in accordance with steps 3 through 6 of Part 1A, "INSPECTION INSTRUCTIONS" of S/B No. 68. (i) If no discrepancy is found, return the airplane to service. (ii) If a discrepancy is found, prior to further flight, accomplish paragraph (a)(2) of this AD. (c) For all aircraft having clamp (P/N MS 21919-DG9) installed on the brake oil line in accordance with Part II, "Repair Instructions" of Partenavia S/B No. 68 dated January 31, 1986, no further action is necessary. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Partenavia Costruzioni Aeronautiche S.p.A., Via Cava, 80026 Casoria (Naples), Italy; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 16, 1987.
89-08-09: 89-08-09 BOEING: Amendment 39-6188. \n\tApplicability: Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747- 76A2074 dated January 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for uncommanded thrust operation due to engine control cable rupture, accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, inspect control cable pulley bracket assemblies of the outboard engines located at Inboard Leading Edge Station (ILES) 1116 for proper installation and wear, and attach decals, in accordance with the accomplishment instructions of Boeing Alert Service Bulletin 747-76A2074, dated January 19, 1989. \n\n\tB.\tIf the installation is incorrect, prior to further flight, remove and install the pulley bracket in the correct position; and/or if parts are found to be worn, prior to further flight, replace worn parts; in accordance with theaccomplishment instructions of Boeing Service Bulletin 747-76A2074. \n\n\tC.\tReport any incorrect pulley bracket installations detected during the inspections required by paragraph A., above, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, within seven days after the completion of the inspection. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNote: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE.\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\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6188, AD 89-08-09) becomes effective on April 24, 1989.
2019-12-11: The FAA is 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 indicating there is a possibility of excessive error in the signal generated by the angle of attack (AOA) transducer. This AD requires replacing certain AOA transducers. The FAA is issuing this AD to address the unsafe condition on these products.
2006-12-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-400 series airplanes. This AD requires inspecting the support bracket of the crew oxygen cylinder installation to determine the manufacturing date marked on the support, and performing corrective action if necessary. This AD results from a report indicating that certain oxygen cylinder supports may not have been properly heat-treated. We are issuing this AD to prevent failure of the oxygen cylinder support under the most critical flight load conditions, which could cause the oxygen cylinder to come loose and leak oxygen. Leakage of oxygen could result in oxygen being unavailable for the flightcrew or could result in a fire hazard in the vicinity of the leakage.
95-25-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Learjet Model 23, 24, 25, 35, and 36 airplanes. This action requires repetitive inspections to detect deterioration of both flapper valves of the tip tank in each wing of the airplane, and various follow-on actions. This AD action also requires replacing the flapper valves with new flapper valves, and repetitively performing certain other follow-on actions. This amendment is prompted by reports of imbalance of the fuel loads in the wings of the airplane due to failed or cracked flapper valves. The actions specified in this AD are intended to prevent significant reduction in the lateral control of the airplane due to imbalance of the fuel loads in the wings of the airplane.