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2019-15-06: The FAA is superseding Airworthiness Directive (AD) 2018-22-07 for all Engine Alliance (EA) GP7270, GP7272, and GP7277 model turbofan engines. AD 2018-22-07 required inspection of the stage 6 seal ring for correct installation and inspection of the high-pressure compressor (HPC) stages 2-5 spool for cracks and, depending on the results of the inspections, replacement of the HPC stages 2-5 spool with a part eligible for installation. This AD requires the same inspections but reduces the inspection interval and adds a repetitive inspection and a mandatory terminating action. This AD was prompted by a shop finding of axial cracks in the interstage 5-6 seal teeth of the HPC stages 2-5 spool spacer arm due to an incorrectly installed stage 6 seal ring. The FAA is issuing this AD to address the unsafe condition on these products.
99-02-18: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires removing the thermal insulating blankets from the upper rear nacelle structure; re-positioning the engine exhaust duct; and replacing the engine exhaust bracket with a new engine exhaust bracket, if necessary. For certain airplanes, this amendment also requires installing new stainless steel plates onto the upper rear nacelle structure. 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 fretting of the titanium thermal insulating blankets, which could result in an increased risk of fire in the engine exhaust duct of the tail pipe.
98-21-13: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Model 3101 airplanes. This AD requires replacing the elevator trim servo motor with a new motor of improved design; and inspecting the cable tension and electrical operation of the elevator and trim tab for proper operation, and making any necessary adjustments. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent the elevator trim servo motor drive gear assembly from remaining engaged when the autopilot is disengaged, which could result in the pilot having to manually overpower the elevator trim control and possibly lose directional control of the airplane during critical phases of flight.
2019-16-02: The FAA is adopting a new airworthiness directive (AD) for all GE Honda Aero Engines (GHAE) HF120 model turbofan engines with a certain fuel pump metering unit (FPMU) assembly. This AD was prompted by damage found on the permanent magnetic alternator (PMA) drive gear within the FPMU assembly. This AD requires removal of a certain FPMU assembly and its replacement with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
98-19-15: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-19-15, which was sent previously to all known U.S. owners and operators of Fairchild Aircraft, Inc. (Fairchild) SA226 and SA227 series airplanes. The AD applies to those airplanes that are equipped with Barber-Colman pitch trim actuators, part number (P/N) 27-19008-001 or P/N 27-19008-002. This AD requires incorporating information into the Limitations Section of the airplane flight manual (AFM) that imposes a speed restriction and a minimum pilot requirement. The AD resulted from reports of two incidents of abrupt movement of the horizontal stabilizer to or near the full airplane nose-up position. These two incidents involved mechanical failure of these Barber-Colman pitch trim actuators. The actions specified by this AD are intended to lessen the severity of airplane pitch up caused by mechanical failure of the pitch trim actuator, which could result in a pitch upset and structural failure of the airplane.
2007-03-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 cracking of the wing MLG (main landing gear) rib 6 aft bearing forward lugs, which could result in reduced structural integrity of the MLG attachment. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
88-13-08: 88-13-08 PARTENAVIA COSTRUZIONE AERONAUTICHE S.p.A: Amendment 39-5953. Applies to models P 68, P 68B, P 68C, P 68C-TC, P 68 "Observer", and P 68-TC "Observer" (all serial numbers (S/N)) airplanes certificated in any category. Compliance: Required initially within 6 calendar months after the effective date of this AD unless already accomplished within the last 24 calendar months preceding the effective date of this AD, and thereafter at intervals not to exceed 24 calendar months or 500 hours time-in- service, (TIS) whichever occurs first, unless already accomplished. To prevent engine mount failure, whirl mode flutter, and structural failure of the wing, accomplish the following: (a) For S/N 1 thru 368, at the time of the initial inspection specified in this AD, modify the engine skin panels for inspection access in accordance with the instructions in Section 1 of Partenavia Service Bulletin (S/B) No. 70, Rev. 1, dated May 13, 1987. (b) For S/N 1 thru 368, visually inspect the upper and lower engine mounts and attachments for surface corrosion and cracks in accordance with the instructions in Section 1 of the above S/B. If cracks or surface corrosion are found, prior to further flight repair the affected structure in accordance with the instructions in paragraph (d) of this AD. (c) For S/N 369 and subsequent, visually inspect the upper and lower engine mounts and attachments for surface corrosion and cracks in accordance with the instructions in Section 3 of the above S/B. If cracks or surface corrosion are found, prior to further flight repair the affected structure in accordance with the instructions in paragraph (d) of this AD. (d) If cracks or surface corrosion are found as a result of the inspections specified in paragraphs (b) or (c) of this AD, prior to further flight, repair the affected structure as follows: (1) If the surface corrosion or crack extends no deeper than 75/1000 (7.5 percent) of the original local thickness, so that no less than 92.5 percent of the original local thickness remains, repair using the procedures described in Section 1 of Partenavia S/B No. 70, Rev. 1, dated May 13, 1987. (2) If any crack or surface corrosion extends deeper than 75/1000 (7.5 percent) of the original local thickness, so that less than 92.5 percent of the original local thickness remains including blistering, pitting, or flaking, prior to further flight, remove and replace the affected part with a serviceable part as described in Section 2 of Partenavia S/B No. 70, Rev. 1, dated May 13, 1987. (e) Within one week following each inspection specified in paragraph (b) or (c) of this AD, submit a written report of the result of that inspection to include whether or not damage was found, part number(s) involved, extent, location, and description of any damage found, and a brief description of remedial measures. Submit the reports to the FAA, ACE-109, 601 East 12th Street, Kansas City, Missouri 64106.If an inspection was made previous to this AD, forward the requested data within one week of receipt of this AD. (Report approved by the Office of Management and Budget under OMB No. 2120-0056.) (f) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (g) 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; Telephone (322) 513.3830 ext. 3710/2711. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Partenavia Costruzione Aeronautiche, S.p.A., Via Cava, Casoria-Naples, Italy; Telephone 81 759-0946 (Product Support); or may examine these documents at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5953, becomes effective onJuly 13, 1988.
2000-26-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and B4 and A300-600 series airplanes, that currently requires wiring modifications to the engine and auxiliary power unit (APU) fire detection system. This amendment requires new wiring modifications for the engine and APU fire detection system. 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 the fire warning from terminating prematurely, which could result in an unnoticed, uncontained engine/APU fire.
2019-14-10: The FAA is superseding Airworthiness Directive (AD) 2018-02- 11, which applies to certain Airbus SAS Model A330-301, -321, -322, and -342 airplanes. AD 2018-02-11 requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. Since the FAA issued AD 2018-02-11, the agency received a report of additional cracking found on different airplane models, and of an update to the fatigue and damage tolerance analysis. This AD requires repetitive detailed inspections of the horizontal stabilizer (HS) center box (CB) top skin integral flange area, and repair if necessary. This AD also expands the applicability to include additional airplane models. The FAA is issuing this AD to address the unsafe condition on these products.
2007-01-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A310-300 airplanes. This AD requires replacing the existing non-return valve (NRV) of the auxiliary center tanks (ACTs) of the fuel system with a new, improved NRV. This AD results from a report that it was not possible to transfer fuel from ACTs 1 and 2 during flight, and no electronic centralized aircraft monitor warnings were triggered. Investigation revealed a faulty static inverter and blown fuse, resulting in failure of certain fueling bus bars and subsequent failure of the automatic ACT fuel transfer. We are issuing this AD to prevent these failures, combined with failure of the NRV to close. If the NRV is open during flight, the fuel supply to the engines may be reduced during cross-feed operation to the extent that fuel starvation could occur and result in engine flameout.