Results
97-02-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300, A300-600, A310, and A320 series airplanes, that currently requires an inspection of the landing gear brakes for wear, and replacement if the specified wear limits are not met. That AD also requires incorporation of the specified wear limits into the FAA-approved maintenance inspection program. This amendment requires that certain wear limits that are dependent on brake stack weight be used in conjunction with specified brake stack weights, and that maximum allowable brake wear limits for additional brake units be incorporated into the FAA-approved maintenance program. This amendment is prompted by a report that some brakes that are subject to the requirements of the existing AD have not been removed from service and by the determination of the maximum allowable brake wear limits for additional brake unit part numbers. The actions specified by this AD are intended to prevent the loss of brake effectiveness during a high energy rejected takeoff.
2018-11-07: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. This AD requires a one-time inspection of the aileron bellcrank support brackets and a thickness measurement of the affected lug attaching the support bracket; repetitive inspections of the affected aileron bellcrank support brackets; and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. This AD was prompted by the identification of a manufacturing defect on certain aileron bellcrank support brackets that resulted in the material thickness of the affected lug attaching the support bracket to the rear spar of the wing to be insufficient. We are issuing this AD to address the unsafe condition on these products.
2018-11-05: We are superseding Airworthiness Directive (AD) 2018-06-10 for certain Honda Aircraft Company LLC Model HA-420 airplanes. AD 2018-06- 10 required incorporating a temporary revision into the airplane flight manual and replacing faulty power brake valves upon condition. This AD retains the actions required in AD 2018-06-10 and adds airplanes to the Applicability section. This AD was prompted by an inadvertent mistake in the serial number applicability (both in the service bulletin and in the AD). We are issuing this AD to address the unsafe condition on these products by correcting the inadvertent serial number error.
90-12-01: 90-12-01 EMBRAER: Amendment 39-6740. Final Rule of priority letter. Docket No. 90-CE-31-AD. Applicability: Models EMB-110P1 and EMB-110P2 (all serial numbers) airplanes equipped with the 10 degree dihedral stabilizer (as original equipment or as an added modification per EMBRAER Service Bulletin 110-55-022), certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent failure of the inboard elevator mass balance arms and possible extreme vibration or flutter, resulting in possible loss of the airplane, accomplish the following: (a) Within the next 10 hours time-in-service (TIS) after the effective date of this AD, dye-penetrant inspect for cracks the areas of the elevator balance weight arms indicated in EMBRAER Alert Service Bulletin 110-027-A088, dated May 10, 1990, and visually inspect for cracks the remaining areas of the arms using a 10x glass for both elevator balance weight arms (Part Number (P/N) 110-3012-01-01 (left) or 110-3012-01-07 (left), and 110-3012-01-06 (right) or 110-3012-01-12 (right)). (1) If any cracks are found, prior to further flight replace the cracked elevator balance weight arm with a modified arm (P/N 110-3012-01-13 (left) or 110-3012-01-14 (right)) or with an original arm (P/N 110-3012-01-01, 110-3012-01-06, 110-3012-01-07, or 110- 3012-01-12, as applicable) that has been shown to be free from cracks using a visual inspection with a 10x glass. (2) If no cracks are found, thereafter at intervals not to exceed 25 hours TIS, visually reinspect, using a 10x glass, the entire elevator balance weight arms for cracks. (3) The above repetitive inspections may be discontinued when the airplane is modified by the installation of modified balance weight arms (P/N 110-3012-01-13 (left) and 110-3012-01-14 (right)). (b) If not accomplished per paragraph (a) of this AD, within the next 1000 hours TIS after the effective date of this AD, replace both elevator balance weight arms, (P/N 110-3012-01-01 (left) or 110-3012-01-07 (left), and 110-3012-01-06 (right) or 110-3012- 01-12 (right)), with modified arms (P/N 110-3012-01-13 (left) and 110-3012-01-14 (right), as applicable). (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) 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, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. This amendment (39-6740, AD 90-12-01) becomes effective on October 15, 1990, as to all persons except those persons to whom it was made immediately effective by priority letter AD 90-12-01, issued June 1, 1990, which contained this amendment.
47-10-10: 47-10-10 LOCKHEED: (Was Mandatory Note 12 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required immediately. Remove all soundproofing pads adjacent to and surrounding the voltage regulators. (LAC Service Bulletin 49/SB-171 covers this same subject.)
2006-11-12: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 767 airplanes. This AD requires repetitive measurements of the rudder and elevator freeplay, repetitive lubrication of rudder and elevator components, and related investigative/corrective actions if necessary. This AD results from reports of freeplay-induced vibration of the rudder and the elevator. The potential for vibration of the control surface should be avoided because the point of transition from vibration to divergent flutter is unknown. We are issuing this AD to prevent excessive vibration of the airframe during flight, which could result in loss of control of the airplane.
2020-22-03: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -200 Freighter, and -300 series airplanes. This AD was prompted by a report that during a certification exercise, it was identified that there was a risk of an engine bleed system over- temperature, without the engine bleed valve closing; the associated engine bleed valve should automatically close. This AD requires revising the existing airplane flight manual (AFM) to incorporate procedures to be applied if an engine bleed over-temperature occurs when the associated engine bleed valve is jammed open, and provides for the optional embodiment of updated flight warning computer (FWC) software, which would terminate the AFM revision, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2000-03-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2000-NM-58-AD that was sent previously to all known U.S. owners and operators of McDonnell Douglas Model DC-9, Model MD-90-30, Model 717-200, and Model MD-88 airplanes by individual telegrams. This AD requires inspecting the general condition of the jackscrew assembly and the area around the jackscrew assembly to detect the presence of metal shavings and flakes. This action is prompted by a report from an operator that indicated two instances of metallic shavings in the vicinity of the jackscrew assembly and gimbal nut of the horizontal stabilizer. The actions specified by this AD are intended to prevent loss of pitch trim capability due to excessive wear of the jackscrew assembly of the horizontal stabilizer, which could result in loss of vertical control of the airplane.
70-24-03: 70-24-03 NORTH AMERICAN ROCKWELL: Amdt. 39-1113. Applies to all NA-265 Series Airplanes. Compliance required within the next 100 hours' time in service, or 120 days, whichever occurs earlier, after the effective date of this AD, unless already accomplished. To prevent unwanted actuation of the Engine Emergency Fire Control "T" handle to the emergency position, modify the fire emergency engine control fire pull assembly by replacing the two E858-15 interlock actuator pins with E858-21 pins in accordance with the instructions contained in Los Angeles Division of North American Rockwell Corporation Sabreliner Field Service Bulletin Number 70-13, dated November 11, 1970, or later FAA approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective on November 28, 1970.
49-43-02: 49-43-02 LUSCOMBE: Applies to All Model 8 Series Aircraft. Compliance required before December 15, 1949, or at the next 100-hour inspection whichever occurs first. As a result of several cases of excessive tightening of the attachment bolts for the stabilizer-fuselage front fittings thereby crushing the spacers and spar flanges, the following inspections and/or replacement are necessary: Inspect for crushing of the stabilizer front spar and the aluminum alloy reinforcing spacers. A slight set in the spar flange is not considered critical as long as no cracks exist in the spar. If appreciable crushing of the spar flange or cracks are found, the spar must be repaired and the aluminum alloy reinforcing spacers must be replaced. If spacers are crushed, they must be replaced. Spacers should be replaced with similar spacers fabricated of 4130 steel of at least 0.049- inch thickness and may be attached to the spar using blind rivets the same size as the originalrivets. An acceptable alternate replacement spacer may be made by cutting a 3/8-inch by 0.049- inch steel tube to fit between the spar flanges. The steel spacers should be zinc-chromated prior to the reassembly. Excessive tightening of the attachment bolts should be avoided on reassembly. (A torque value of 50 to 75 inch-pounds should be sufficient.)