Results
2007-22-04: 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: During cruise, an A330 operator experienced a LH (left-hand) wing tank pump 1 low pressure message followed immediately by LH wing tank stand-by pump low pressure message, then LH wing tank pumps low pressure message. The flight crew opened the cross- feed valve to feed the engine on LH wing from RH (right-hand) wing but RH wing tank pumps low-pressure message was displayed as well as advisory unbalanced fuel message. * * * * * * * * It has been confirmed following fuel tank entry that outlet of the LH pump 2 canister had broken due to static overload. If this situation is not corrected, it can lead to the loss of fuel on both engines in flight ** * [and] a dual engine flameout * * *. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2007-22-09: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires an inspection to detect discrepancies of the main landing gear (MLG) system, an inspection of the jam nut of the retract actuator of the MLGs to ensure the wire lock is in place and the nut is secured, an inspection of the retract actuator for any signs of corrosion or wear, and applicable related investigative and corrective actions if necessary. This AD also requires submitting an inspection report to Bombardier. This AD results from two reports of collapse of MLGs within a few days of each other. We are issuing this AD to detect and correct potential failure of major components of the MLG assembly and attachments, which could result in the possible collapse of a MLG and consequent damage to the airplane and injury to people or damage to property on the ground.
93-10-01: 93-10-01 BOEING: Amendment 39-8580. Docket 92-NM-93-AD. Supersedes AD 93-06-03, Amendment 39-8528. \n\n\tApplicability: Model 747 series airplanes; as listed in Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991, and Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent in-flight opening of the lower lobe forward and aft cargo doors and the main deck side cargo door, if installed, accomplish the following: \n\n\t(a)\tWithin the next 1,800 flight hours after the effective date of this AD, or 600 flight cycles after the effective date of this AD, whichever occurs first: With no disassembly required, perform a detailed visual inspection to detect cracks in the portal latch pin support fittings on the lower lobe forward and aft cargo doors and on the main deck side cargo door, if installed and in the cargo configuration, inaccordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. \n\n\t\t(1)\tRepeat the inspection required by this paragraph at intervals not to exceed 1,800 flight hours or 600 flight cycles, whichever occurs first. \n\n\t\t(2)\tIf any cracked part is found as a result of the inspections required by this paragraph, prior to further flight, replace it and check the door rigging, in accordance with the service bulletin. \n\n\t(b)\tWithin the next 12,500 flight hours after the effective date of this AD, or 2,500 flight cycles after the effective date of this AD, or within 30 months after the effective date of this AD, whichever occurs first: With no disassembly required, perform a detailed visual inspection to detect cracks in the portal latch pin support fittings on the main deck side cargo door, if installed and in the passenger configuration, in accordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. \n\n\t\t(1)\tRepeat the inspectionrequired by this paragraph at intervals not to exceed 12,500 flight hours, 2,500 flight cycles, or 30 months after the immediately preceding inspection, whichever occurs first. \n\n\t\t(2)\tIf any cracked part is found as a result of the inspections required by this paragraph, prior to further flight, replace it and check the door rigging, in accordance with the service bulletin. \n\n\t(c)\tWhen converting from the passenger configuration to the cargo configuration, prior to further flight; and thereafter at intervals not to exceed 1,800 flight hours or 600 flight cycles, whichever occurs first: With no disassembly required, perform a detailed visual inspection to detect cracks in the portal latch pin support fitting assemblies of the main deck side cargo door, if installed, in accordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. Prior to further flight, replace any cracked parts found, in accordance with the service bulletin. \n\n\t(d)\tWhen converting from the cargo configuration to the passenger configuration, prior to further flight; and thereafter at intervals not to exceed 12,500 flight hours, 2,500 flight cycles, or 30 months after the immediately preceding inspection, whichever occurs first: With no disassembly required, perform a detailed visual inspection to detect cracks in the portal latch pin support fitting assemblies of the main deck side cargo door, if installed, in accordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. Prior to further flight, replace any cracked parts found, in accordance with the service bulletin. \n\n\t(e)\tWithin the next 25,000 flight hours after the effective date of this AD, or 5,000 flight cycles after the effective date of this AD, or within 5 years after the effective date of this AD, whichever occurs first, accomplish the requirements of paragraphs (e)(1), (e)(2), and (e)(3) of this AD, in accordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. \n\n\t\t(1)\tDisassemble parts and perform a detailed visual inspection to detect cracks and corrosion in the portal latch pin support fitting assemblies/installations on the lower lobe forward and aft cargo doors and on the main deck side cargo door, if installed, in accordance with the service bulletin. If cracks or corrosion are found, prior to further flight, repair or replace any damaged parts, and check the door rigging, in accordance with the service bulletin. \n\n\t\t(2)\tInspect to verify that all H-11 steel latch fitting-to-sill bolts, BACB30MT, and corresponding nuts, BACN10HR( ), are intact and that unsealed bolts are free of corrosion, in accordance with the service bulletin. If not, prior to further flight, install new bolts, BACB30MT, and corresponding nuts, BACN10HR( ); or install the superseding BACB3OUS bolts and BACN10HR( )CD nuts, in accordance with the service bulletin. \n\n\t\t(3)\tApply sealant to the portal latch pin support fitting and attaching hardware, in accordance with the service bulletin. (Application of sealant to fittings and attaching hardware that previously have been sealed is not required by this paragraph.) \n\n\t(f)\tAccomplishment of paragraphs (e)(1), (e)(2), and (e)(3) of this AD constitutes terminating action for the repetitive inspections required by paragraphs (a)(1), (b)(1), (c), and (d) of this AD. \n\n\t(g)\tWithin the next 6,000 flight hours after the effective date of this AD, or within 18 months after the effective date of this AD, whichever occurs first: Determine the configuration of the bellcrank/cam latch assembly of the lower lobe forward and aft cargo doors and of the main deck side cargo door, if installed; and prior to further flight, perform the procedures specified in either paragraph (g)(1) or (g)(2) of this AD, as applicable, in accordance with Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991. \n\n\t\t(1)\tFor cargo doors with cam latches attached to the bellcrank by cross- bolts, accomplish one of the procedures specified in either paragraph (g)(1)(i), (g)(1)(ii), or (g)(1)(iii) of this AD: \n\n\t\t\t(i)\tReplace all bellcranks and cam latches with bellcranks and cam latches of the new part configuration in accordance with Section III., paragraph F., of the service bulletin; and perform an operational test of the door latch mechanism, in accordance with Section III., paragraph Y., of the service bulletin. Accomplishment of this paragraph constitutes terminating action for the requirements of paragraph (g) of this AD. Or \n\n\t\t\t(ii)\tInspect the bellcranks to detect corrosion, and repair or replace any corroded parts; and replace all cam latches with cam latches of the new part configuration; in accordance with Section III., paragraph G., of the service bulletin. Perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. Accomplishment of this paragraph constitutes terminating action for the requirements of paragraph (g) of this AD. Or \n\n\t\t\t(iii)\tInspect the bellcranks to detect corrosion, and repair or replace any corroded parts; and inspect the cam latches to detect cracks and corrosion and, prior to further flight, repair or replace any cracked or corroded parts; in accordance with Section III., paragraph H., of the service bulletin. Perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. If one or more of the cam latches are repaired and/or reinstalled as a result of the actions required by this paragraph, thereafter, repeat the inspections of the cam latches required by this paragraph at intervals not to exceed 25,000 flight hours or 5 years, whichever occurs first. \n\n\t\t(2)\tFor cargo doors with cam latches attached to the bellcrank by axial-bolts, accomplish one of the procedures specified in either paragraph (g)(2)(i) or (g)(2)(ii) of this AD: \n\n\t\t\t(i)\tReplace all cam latches that have cross-bolt holes with cam latches of the new part configuration, in accordance with Section III., paragraph I., of the service bulletin. Perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. Accomplishment of this paragraph constitutes terminating action for the requirements of paragraphs (g)(1)(iii) and (g)(2)(ii) of this AD. Or \n\n\t\t\t(ii)\tIf the cam latches do not have cross-bolt holes, they may be reinstalled. If the cam latches have cross-bolt holes, inspect those latches to detect cracks; replace any cracked cam latches; and reinstall any cam latches that are not cracked; in accordance with Section III., paragraph J., of the service bulletin. Perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. If one or more of the cam latches that have cross-bolt holes is reinstalled as a result of the actions required by this paragraph, thereafter, repeat the inspections of the cam latches required by this paragraph at intervals not to exceed 25,000 flight hours or 5 years, whichever occurs first. \n\n\t(h)\tAccomplishment of the procedures specified in either paragraph (h)(1) or (h)(2) of this AD, in accordance with Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991, constitutes terminating action for the requirements of paragraph (g) of this AD. \n\n\t\t(1)\tIf one or more of the cam latches on the lower lobe forward and aft cargo doors and main deck side cargo door was repaired and/or reinstalled in accordance with paragraph (g)(1)(iii) of this AD, replace those cam latches with cam latches of the new part configuration, in accordance with Section III. of the service bulletin. Prior to further flight, perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. Or \n\n\t\t(2)\tIf one or more of the cam latches that have cross-bolt holes on the lower lobe forward and aft cargo doors and main deck side cargo doors was reinstalled in accordance with paragraph (g)(2)(ii) of this AD, replace those cam latches with cam latches of the new part configuration, in accordance with Section III. of the service bulletin. Prior to further flight, perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. \n\n\tNOTE: Accomplishment of the requirements of paragraphs (g) and (h) of this AD in accordance with Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991, as amended by Notice of Status Change 747-52A2233 NSC 1, dated November 21, 1991; is equivalent to accomplishment of those requirements in accordance with Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991.\n\n\t(i)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, 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.\n\n\t(j)\tSpecial 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. \n\n\t(k)\tThe inspections, replacements, check, repairs, installation, operational tests, and sealant application shall be done in accordance with the following Boeing service bulletins, as applicable, which contain the specified effective pages: \n\n\nService Bulletin\tReferenced and Date\n\nPage Number\t\nRevision Level\tShown on Page\n Date \nShown on Page \n747-52-2186,\nRevision 4, \nOctober 24, 1991\n1-15, 19-50\t\n\n16-18\t\n4\n\n3\nOctober 24, 1991\n\nJanuary 25, 1990 \n747-52A2233,\nAugust 29, 1991\n1-76\nOriginal\nAugust 29, 1991\nNotice of Status Change\n747-52A2233 NSC 1\nNovember 21, 1991 \n1\n2\nOriginal\n(This page is not dated) \nNovember 21, 1991 \n\nThis incorporation by reference was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of May 14, 1993 (58 FR 19322, April 14, 1993). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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(l)\tThis amendment is effective May 14, 1993.
2007-21-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A310 series airplanes. This AD requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane.
2007-21-06: The FAA is adopting a new airworthiness directive (AD) for GE CF6-80C2A5F turbofan engines installed on, but not limited to, Airbus A300F4-605R airplanes. This AD requires removing previous software versions from the engine electronic control unit (ECU). Engines with new version software will have increased margin to flameout. This AD results from reports of engine flameout events during flight, including reports of events where all engines simultaneously experienced a flameout or other adverse operation. Although the root cause investigation is not yet complete, we believe that exposure to ice crystals during flight is associated with these flameout events. We are issuing this AD to minimize the potential of an all-engine flameout event caused by ice accretion and shedding during flight.
2007-21-02: The FAA adopts a new airworthiness directive (AD) for certain Raytheon Aircraft Company (RAC) Models 58P and 58TC airplanes that were used as lead airplanes by the United States Forest Service (USFS). This AD establishes new limits for the structural life of the airframe (wing, fuselage, empennage, and associated structure) through the incorporation of a supplement to the Limitations Section of the pilot's operating handbook and airplane flight manual (POH/AFM). This AD results from the FAA's analysis and determination that the operational history and usage of the affected airplanes requires a reduction in the structural life limit to 4,500 hours time-in-service (TIS) for the airframe (wing, fuselage, empennage, and associated structure). We are issuing this AD to prevent structural failure of the airframe (wing, fuselage, empennage, or associated structure) based on the operational history and usage of the affected airplanes. Such failure could lead to loss of control.
2007-20-05: The FAA is superseding two existing airworthiness directives (ADs). One AD applies to all Airbus Model A319 and A320 airplanes and currently requires repetitive ultrasonic inspections to detect fatigue cracking in the wing/fuselage joint cruciform fittings, and corrective actions if necessary. The other AD applies to all Airbus Model A319, A320, and A321 airplanes and currently requires a revision to the Airworthiness Limitations section (ALS) of the Instructions for Continued Airworthiness (ICA). This new AD requires new revisions to the ALS of the ICA to incorporate service life limits for certain items and inspections to detect fatigue cracking, accidental damage, or corrosion in certain structures; and accomplishment of the repetitive ultrasonic inspections of the wing/fuselage joint cruciform fittings in accordance with the revised ALS of the ICA. This AD also adds airplanes to the applicability. This AD results from issuance of new and more restrictive service life limits and structural inspections based on fatigue testing and in-service findings. We are issuing this AD to detect and correct fatigue cracking, accidental damage, or corrosion in principal structural elements and to prevent failure of certain life limited parts, which could result in reduced structural integrity of the airplane.
90-23-07: 90-23-07 AEROSPATIALE: Amendment 39-6797. Docket No. 90-NM-138-AD. Applicability: Model ATR42-300 and -320 series airplanes, Serial Numbers 003 through 150, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure the operation of the emergency lighting system when required during an emergency situation, accomplish the following: A. Within 10 months after the effective date of this AD, modify the emergency lighting control wiring in Zones 212, 210, and 214, in accordance with the Accomplishment Instructions of Aerospatiale Service Bulletin ATR42-33-0017, Revision 1, dated March 2, 1990. B. Immediately after installing the modification, perform an operational test of the emergency lighting system, in accordance with paragraph D. of Aerospatiale Service Bulletin ATR42-33-0017, Revision 1, dated March 2, 1990. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. 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 Route 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 (39-6797, AD 90-23-07) becomes effective December 10, 1990.
91-05-17: 91-05-17 BOEING: Amendment 39-6917. Docket No. 90-NM-209-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 002 through 226, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of the horizontal stabilizer, accomplish the following: \n\n\tA.\tWithin the next 30 days after April 13, 1990 (the effective date of Amendment 39-6556), perform either a close detailed visual inspection or a high frequency eddy current (HFEC) inspection of the fuselage station 2598 bulkhead upper web in the corners of the access cut-out, in accordance with Boeing Alert Service Bulletin 747-53A2332, dated March 8, 1990. Repeat these inspections as follows: \n\n\t\t1.\tIf the immediately preceding inspection was accomplished visually, the next inspection must be conducted within 250 landings. \n\n\t\t2.\tIf the immediately preceding inspection was accomplished using HFEC, the next inspection must be conducted within 1,000 landings. \n\n\tB.\tIf cracks less than 1.5 inches are found, repair prior to further flight, in accordance with repair procedures defined in Boeing Alert Service Bulletin 747-53A2332, dated March 8, 1990, or accomplish the terminating modification specified in paragraph E. of this AD. Inspect repairs for cracks in accordance with paragraph A. of this AD, until the terminating modification specified in paragraph E. of this AD, is accomplished. \n\n\tC.\tIf cracks are found that are 1.5 inches or longer, modify prior to further flight by installing the terminating modification specified in paragraph E. of this AD. \n\n\tD.\tWithin the next 30 days after April 13, 1990 (the effective date of Amendment 39-6556), remove the fastener common to the web and the tab on the vertical stiffener, at each corner of the upper bulkhead cut-out, and perform a high frequency eddy current inspection of the open hole in accordance with Boeing Alert Service Bulletin 747-53A2332, dated March 8, 1990. If no cracks are found, replace the fastener with a 1/16-inch oversized equivalent fastener. If any cracks are found, prior to further flight, accomplish the repair and inspections required by paragraph B. of this AD, or modify prior to further flight in accordance with the terminating modification specified in paragraph E. of this AD. \n\n\tE.\tWithin the next 2 years after the effective date of this AD, accomplish the terminating modification specified in Boeing Alert Service Bulletin 747-53A2332, dated March 8, 1990. Installation of the modification constitutes terminating action for the inspections required by this AD. \n\n\tF.\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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector(PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tNOTE: Any alternate means of compliance previously approved for paragraph G. of AD 90-07-11, Amendment 39-6556, constitutes an alternate means of compliance with paragraph F. of this AD. \n\n\tG.\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 Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-05-17 supersedes AD 90-07-11, Amendment 39-6556. \n\n\tThis amendment (39-6917, AD 91-05-17) becomes effective on April 5, 1991.
96-09-12: This amendment adopts a new airworthiness directive (AD) that applies to Empresa Brasileiro de Aeronautico, S.A. (EMBRAER) Models EMB-110P1 and EMB-110P2 airplanes. This action requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in freezing rain or freezing drizzle conditions by providing more clearly defined procedures and limitations associated with such conditions.
2007-19-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of the United Kingdom (UK) to identify and correct an unsafe condition on B/E Aerospace Skyluxe II (AA2) passenger seats. The MCAI states the following: \n\n\tCompliance is required with B/E Aerospace Alert Service Bulletin 25-20-2658 not later than one month from receipt of the bulletin. The Alert Service Bulletin requires inspection and re-orientation of the Hydrolok retaining pin. This action is required because under certain conditions the Hydrolok pin can migrate and disconnect from the seat structure, resulting in the seat back having no rearward restraint and allowing it to rotate aft into the seat or exit pathway behind. \n\nWe are issuing this AD to prevent detachment of the seat hydrolok pin, allowing the seat back to rotate aft without restraint, which could lead to occupant injury.
89-25-06: 89-25-06 FOKKER: Amendment 39-6406. Docket No. 89-NM-140-AD. Applicability: Model F-28 series airplanes, Serial Numbers 11003 through 11241, and 11991 and 11992, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the wing due to fatigue cracks, accomplish the following: A. Perform external high-frequency eddy current inspection of the rear spar web plate between Wing Stations 4790 and 5280, in accordance with Part 1 of Fokker Service Bulletin F28/57-84, dated April 7, 1989, and the following schedule: 1. For airplanes that have accumulated fewer than 45,000 landings, inspect within the next 2,000 landings after the effective date of this AD or prior to the accumulation of 35,000 landings, whichever occurs later. 2. For airplanes that have accumulated 45,000 landings or more but less than 55,000 landings, inspect within the next 1,000 landings after the effective date of this AD. 3. For airplanes that have accumulated 55,000 landings or more, inspect within 500 landings after the effective date of this AD. B. If cracks are found, repair prior to further flight, in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Suite 500, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6406, AD 89-25-06) becomes effective on January 3, 1990.
2007-19-03: The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model 717-200 airplanes. This AD requires inspecting the power conversion distribution unit (PCDU) to determine its part number, and modifying certain PCDUs. This AD results from reports of failed PCDUs, the loss of an electrical bus, and the presence of a strong electrical burning odor in the flight deck and forward cabin. We are issuing this AD to prevent the loss of an electrical bus due to PCDU failure, resulting in the loss of all flight displays for an unacceptable time period, and consequent emergency landing.
2007-18-08: The FAA is superseding an existing airworthiness directive (AD), which applies to all Avions Marcel Dassault-Breguet Model Falcon 10 airplanes. That AD currently requires either revising the airplane flight manual (AFM) and installing a placard in the flight deck to prohibit flight into known or forecasted icing conditions, or repetitively inspecting for delamination of the flexible hoses in the wing (slat) anti-icing system and performing corrective actions if necessary. That AD also provides optional terminating action for the repetitive inspections. This new AD mandates the previously optional terminating action. This AD results from a report of in-service delamination of a flexible hose in the slat anti-icing system at a time earlier than previously reported. We are issuing this AD to prevent collapse of the flexible hoses in the slat anti-icing system, which could lead to insufficient anti-icing capability and, if icing is encountered in this situation, could result in reduced controllability of the airplane. DATES: This AD becomes effective October 11, 2007. The Director of the Federal Register approved the incorporation by reference of Dassault Service Bulletin F10-313, Revision 1, dated May 10, 2006, as of October 11, 2007. On September 26, 2005 (70 FR 53540, September 9, 2005), the Director of the Federal Register approved the incorporation by reference of Dassault Alert Service Bulletin F10-A312, Revision 1, dated June 27, 2005, including the Service Bulletins Compliance Card. On April 26, 2005 (70 FR 18282, April 11, 2005), the Director of the Federal Register approved the incorporation by reference of Dassault Alert Service Bulletin F10-A312, dated February 25, 2005.
2007-17-14: 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: Some operators have reported wheel corrosion, mainly under the heat-shield overlap area. In some cases a circular crack initiated from a corrosion pit. When the crack is initiated under the bead seat, it does not lead to tire pressure loss, and can cause a flange separation as experienced by few operators. This condition could result in separation of the wheel and consequent reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
76-18-07: 76-18-07 GATES LEARJET: Amendment 39-2714. Applies to Models 24 (Serial Numbers 24-230 thru 24-331 and 24-333); 25 (Serial Numbers 25-061 and 25-067 thru 25-207); 35 (Serial Numbers 35-001 thru 35-079); and 36 (Serial Numbers 36-001 thru 36-020) airplanes. Compliance: Required as indicated, unless already accomplished. To determine that each inverter is connected to the correct power bus, within the next 25 hours' time in service after the effective date of this AD, accomplish the following in accordance with Gates Learjet Service Bulletins SB 24/25-273, dated August 9, 1976, or SB 35/36-24-3, dated August 9, 1976, or later approved revisions, as applicable: A) Perform inverter operational check as outlined in the aforementioned Service Bulletins. B) If the electrical system does not operate as indicated re the operational checks required by Paragraph A, rewire the inverter input power wiring per the applicable manufacturer's Service Manual Wiring Diagram and repeat the operational check required by Paragraph A to verify proper operation of the electrical system. C) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective September 10, 1976.
2007-18-02: 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: [T]he FAA has published SFAR 88 (Special Federal Aviation Regulation 88). * * * Under this regulation, all holders of type certificates for passenger transport aircraft * * * are required to conduct a design review against explosion risks. This Airworthiness Directive (AD), which renders mandatory the modification of the fuel pump wiring against short circuit, is a consequence of this design review. The unsafe condition is chafing of the fuel pump cables, which could result in short circuits leading to fuel pump failure, intermittent operation, arcing, and possible fuel tank explosion. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-11-02: This amendment adopts a new airworthiness directive (AD) for Enstrom Helicopter Corporation (Enstrom) Model F-28A, F-28C, F-28F, TH- 28, 280, 280C, 280F, 280FX, 480, and 480B helicopters that requires determining the installation dates for each main rotor push-pull control rod (push-pull rod), inspecting the push-pull rods for corrosion, replacing any push-pull rod which has corrosion that is severe enough to cause pitting, or has visible moisture inside the rod, and repairing each push-pull rod that has corrosion but no pitting. This amendment is prompted by one reported incident in which the helicopter pilot encountered severe in-flight vibration due to the failure of a push-pull rod, requiring an emergency landing. The actions specified by this AD are intended to detect corrosion and prevent failure of a push-pull rod, and subsequent loss of control of the helicopter.
90-05-11: 90-05-11 BRITISH AEROSPACE: Amendment 39-6525. Docket No. 89-NM-233-AD. Applicability: Model BAe 146-100A and -200A series airplanes, as listed in British Aerospace Service Bulletin 57-24-00911A, Revision 1, dated May 1, 1988, certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent inability of the flap system to sustain expected loads and prevent reduction of airplane controllability, accomplish the following: A. Install new roller bearing pins at the forward top position on the right and left flap track No. 3 lower carriage assemblies, in accordance with British Aerospace Service Bulletin 57-24-00911A, Revision 1, dated May 1, 1988. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region.NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either 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 British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6525, AD 90-05-11) becomes effective on April 9, 1990.
91-15-05: 91-15-05 ROLLS-ROYCE plc: Amendment 39-7068. Docket No. 91-ANE-19. Applicability: Rolls-Royce plc (RR) GEM Mk 530 series engines, installed on, but not limited to, Westland 30 aircraft. [[Dart]] Compliance: Required as indicated, unless previously accomplished. To prevent external fuel leakage from the hydromechanical fuel control unit (HMU) which could result in a fire hazard in the engine nacelle, accomplish the following: (a) For engines equipped with Hamilton-Standard Model JFC118-22 HMU, part numbers 779218-3, 779218-6, 779218-9, 779218-12, excluding HMU's marked "MS090-001" adjacent to the identification plate, perform the following: (1) Perform an HMU leak check inspection in accordance with RR Service Bulletin (SB) GEM- 73-24, dated October 29, 1990, within the next 15 hours time in service after the effective date of this AD. (2) Thereafter, reinspect the HMU daily for fuel leakage within 30 minutes of the last shut-down of the day, in accordance with RR SB GEM-73-24. (3) Remove from service, prior to further flight, HMU's exhibiting any fuel leakage when inspected in accordance with paragraphs (a)(1) or (a)(2) of this AD. (4) X-ray or disassemble inspect the HMU for correct assembly in accordance with the Accomplishment Instructions of Hamilton-Standard (HS) SB JFC118-22-73-10, dated November 21, 1990, at the next engine shop visit or HMU removal, or by December 31, 1991, whichever occurs first. (5) Remove from service, prior to further flight, HMU's confirmed incorrectly assembled when inspected in accordance with paragraph (a)(4) of this AD. (6) For HMU's determined to be correctly assembled when inspected in accordance with paragraph (a)(4) of this AD, the repetitive inspections of paragraphs (a)(1) or (a)(2) of this AD are no longer required. (b) For the purpose of this AD, shop visit is defined as the induction of an engine into a shop for the conduct of maintenance. (c) 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. (d) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics, or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Service, Engine and Propeller Directorate, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803-5299. (e) The leak check inspection and the x-ray and disassembly inspection shall be done in accordance with the following documents: Document Page Revision Date RR SB GEM-73-24 1-4 Original October 29, 1990 Total Pages: 4 HS SB JFC118-22-73-10 1-12 Original November 21, 1990 Total Pages: 12 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 United Technologies Corporation, Hamilton- Standard Division, Technical Publications Department, One Hamilton Road, Windsor Locks, Connecticut 06096- 1010, and Rolls-Royce plc, Leavesden, WD27BZ, England. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, D.C. Airworthiness Directive 91-15-05 published in Federal Register on July 23 was not distributed to the public by FAA due to a clerical error in the AD. This corrected version of Airworthiness Directive 91-15-05, Amendment 39-7068, published in the Federal Register on August 8, 1991, becomes effective on August 19, 1991. This amendment (39-7068, AD 91-15-05) becomes effective on August 19, 1991.
96-19-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires replacement of certain flexible oxygen hoses, located in the flight compartment gangway and in the consoles, with insulated hose assemblies. This amendment is prompted by reports of either insufficient or no clearance between these hoses and adjacent structure or electrical wiring. The actions specified by this AD are intended to prevent chafing of the flexible oxygen hoses, which could result in an uncontrollable loss of oxygen from the flightcrew oxygen system, and could allow the presence of oxygen in areas where ignition is possible.
2007-16-17: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300-600, A310-200, and A310-300 series airplanes. That AD currently requires inspecting for certain serial numbers on elevators, and doing a detailed inspection, visual inspection with a low-angle light, and tap-test inspection of the upper and lower surfaces of the external skins on certain identified elevators for any damage (i.e., debonding of the graphite fiber reinforced plastic/Tedlar film protection, bulges, debonding of the honeycomb core to the carbon fiber reinforced plastic, abnormal surface reflections, and torn-out plies), and doing corrective actions if necessary. This new AD also requires inspecting for damage of the identified elevators in accordance with a new repetitive inspection program, at new repetitive intervals; and would provide an optional terminating action for the repetitive inspections. This AD results from reports of damage caused by moisture/water inside the elevator. We are issuing this AD to detect and correct debonding of the skins on the elevators, which could cause reduced structural integrity of an elevator and reduced controllability of the airplane. DATES: This AD becomes effective September 18, 2007. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of September 18, 2007. On February 3, 2006 (70 FR 77301, December 30, 2005), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex A300-600-55A6032, dated June 23, 2004; and Airbus All Operators Telex A310-55A2033, dated June 23, 2004.
76-03-05: 76-03-05 BEECH: Amendment 39-2510. Applies to Models 35-B33, 35-C33, E-33, F-33 and G-33 (Serial Numbers CD-388 thru CD-981 and CD-983 thru CD-1304); and Model P-35 (Serial Numbers D-6842 thru D-7139 and D-7141 thru D-7309) airplanes. Compliance: Required as indicated unless already accomplished. To preclude contact of the tachometer cable housing with the battery relay, within the next 50 hours' time in service after the effective date of this AD, install a tachometer cable housing stand-off bracket on the battery box and secure the tachometer cable housing to this bracket in accordance with Beechcraft Service Instruction No. 0784-241 or later FAA-approved revisions or by any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective February 17, 1976.
95-17-14: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-1A11, CL-600-2A12, and CL-600-2B16 series airplanes. This action requires functional testing of the brake of the horizontal stabilizer trim actuator (HSTA); and exercising the pitch trim system, revising the FAA-approved Airplane Flight Manual (AFM), operational testing of the HSTA, and replacing the HSTA or horizontal stabilizer trim control unit, if necessary. This amendment is prompted by reports of overspeed annunciation of the pitch trim due to slippage of the no-back device on the HSTA. The actions specified in this AD are intended to prevent uncommanded movement of the HSTA due to failure of the no-back device on the HSTA to operate properly; this condition could adversely affect the controllability of the airplane.
2007-16-08: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SR series airplanes. That AD currently requires repetitive inspections for cracking of the station 800 frame assembly, and repair if necessary. This new AD revises certain applicabilities and compliance times in the existing AD. This AD results from several reports of cracks of the station 800 frame assembly on airplanes that had accumulated fewer total flight cycles than the initial inspection threshold in the original AD. We are issuing this AD to detect and correct fatigue cracks that could extend and fully sever the frame, which could result in development of skin cracks that could lead to rapid depressurization of the airplane. \n\n\nDATES: This AD becomes effective September 13, 2007. \n\n\tOn July 17, 2006 (71 FR 33595, June 12, 2006), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2451, Revision 1, dated November 10, 2005. \n\n\tOn August 30, 2001 (66 FR 38891, July 26, 2001), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2451, including Appendix A, dated October 5, 2000.