Results
2001-13-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Model A310 and Model A300 B4-600, A300 B4-600R, and A300 F4-600R (collectively called A300-600) series airplanes, that requires replacement of the ejection jack on the ram air turbine (RAT). The actions specified by this AD are intended to prevent the ejection jack on the RAT from failing when the RAT is deployed at high airspeeds, leading to a loss of ability to properly restrain the movement of the RAT, possibly resulting in damage to the RAT itself and to other airplane components. In the event of an emergency, failure of the ejection jack on the RAT could also result in a reduction of hydraulic pressure or electrical power on the airplane. This action is intended to address the identified unsafe condition.
2020-04-20: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. This AD was prompted by reports of wear on fuel couplings, bonding springs, and sleeves as well as fuel tube end ferrules and fuel component end ferrules. This AD requires repetitive inspections of certain parts for discrepancies that meet specified criteria, and replacement as necessary; repetitive inspections of certain parts for damage and wear, and rework of parts; and electrical bonding checks of certain couplings. This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. For certain airplanes, this AD allows a modification that would terminate the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
83-15-08 R1: 83-15-08 R1 BRITISH AEROSPACE: Amendment 39-4697 as revised by Amendment 39- 6255. Applicability: All Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated unless previously accomplished. To prevent structural failure of the fuselage, accomplish the following: A. Perform initial and repetitive visual and eddy current inspections of fuselage skin lap joints for cracks and loose rivets at the intervals shown in Table I of this AD, in accordance with Section 2, of the Accomplishment Instructions, of British Aerospace Alert Service Bulletin 53-A-PM5726, Issue 3, dated May 26, 1988. B. Repair any identified cracks or loose rivets prior to further flight, in accordance with paragraph 2.4.2 of British Aerospace Alert Service Bulletin 53-A-PM5726, Issue 3, dated May 26, 1988; or Chapter 53-02-0, Figure 89, of the BAC 1-11 Structural Repair Manual, whichever is appropriate; or in a manner 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 for the accomplishment of 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 atthe 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 AD revises AD 83-15-08, Amendment 39-4697. This amendment (39-6255, AD 83-15-08 R1) becomes effective on August 7, 1989. TABLE I Airplanes Affected AD 83-15-08 Previously Complied With? Initial Inspection Threshold for this AD Repetitive Inspection Interval Airplanes operated only at standard cabin pressure of 7.5 psi max cabin differential pressure NO Whichever occurs later: -Within 1,250 landings after September 6,1983 (effective date of AD 83-15-08); or For airplanes with less than 50,000 landings: Visual Inspection: -Every 1,250 landings -Upon accumulating the number of landings determined by Figure 1 of British Aerospace Alert Service Bulletin 53-A-PM5726, Revision 3, dated May 26, 1988 Eddy Current Inspection: -Every 3,750 landings For airplanes with 50,000 or more landings: YES Visual Inspection: -Within 1,250 landings after the last visual inspection in accordance with AD 83-15-08 Eddy Current Inspection: -Within 3,750 landings after the last eddy current inspection in accordance with AD 83-15-08 Visual Inspection: -Every 1,875 landings Eddy Current Inspection: -Every 3,750 landings Airplanes operated at increased cabin pressure of 7.75 psi max cabin differential pressure NO Whichever occurs later: -Within 1,250 landings after September 6,1983 (effective date of AD 83-15-08); or -Upon accumulation of 35,000 landings. Visual Inspection: -Every 1,600 landings Eddy Current Inspection: -Every 3,200 landings YES Visual Inspection: -Within 1,600 landings after the last visual inspection in accordance with AD 83-15-08 Eddy Current Inspection: -Within 3,200 landings after the last eddy current inspection in accordance with AD 83-15-08 Airplanes operated at increased cabin pressure of 8.2 psi max cabin differential pressure NO Whichever occurs later: -Within 1,250 landings after September 6, 1983 (effective date of AD 83-15-08); or -Upon accumulation of 30,000 landings. Visual Inspection: -Every 1,250 landings Eddy Current Inspection: -Every 2,500 landings YES Visual Inspection: -Within 1,250 landings after the last visual inspection in accordance with AD 83-15-08. Eddy Current Inspection: -Within 2,500 landings after the last eddy current inspection in accordance with AD 83-15-08. Airplanes for which cabin max operating pressure is reduced to 6.0 PSI max cabin differential pressure NO or YES (as applicable) Visual Inspection: -The same as shown above for the max cabin differential pressure applicable to the airplane in question. Eddy Current Inspection: -Every 5,600 landings Eddy Current Inspection: -The same as shown above for the max cabin differential pressure applicable to the airplane in question. For all airplanes: Visual Inspection: -Every 1,875 landings
94-12-06: This amendment supersedes an existing airworthiness directive (AD), applicable to Schweizer Aircraft Corporation and Hughes Helicopters, Inc. Model 269A, 269A-1, 269B, 269C, and TH-55A series helicopters, that currently requires repetitive inspections and replacement of certain lower belt drive pulley bearings (pulley bearings). This amendment retains the present AD requirements and adds an alternate pulley bearing to the requirements of the AD. This amendment is prompted by the introduction of an alternate pulley bearing into service by Schweizer Aircraft Corporation. The actions specified by this AD are intended to prevent failure of the pulley bearings, loss of power to the rotor systems, and subsequent loss of control of the helicopter.
2008-03-02: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Models 172R and 172S airplanes. This AD requires you to inspect the fuel return line assembly for chafing; replace the fuel return line assembly if chafing is found; and inspect the clearance between the fuel return line assembly and both the right steering tube assembly and the airplane structure, adjusting as necessary. This AD results from reports of chafed fuel return line assemblies, which were caused by the fuel return line assembly rubbing against the right steering tube assembly during full rudder pedal actuation. We are issuing this AD to detect and correct chafing of the fuel return line assembly, which could result in fuel leaking under the floor and fuel vapors entering the cabin. This condition could lead to fire under the floor or in the cabin area.
2000-03-20 R1: This amendment revises an existing airworthiness directive (AD), applicable to all Airbus Model A300 B4-601, B4-603, B4-620, B4-605R, B4-622R, and F4-605R (collectively called A300-600) series airplanes, that currently requires repetitive ultrasonic inspections to detect cracks on the forward fittings in the radius of frame 40 adjacent to the tension bolts in the center section of the wings, and various follow-on actions. That AD was prompted by reports of cracking due to fatigue-related stress in the radius of frame 40 adjacent to the tension bolts at the center/outer wing junction. The actions specified by that AD are intended to detect and correct fatigue cracking on the forward fittings in the radius of frame 40 adjacent to the tension bolts in the center section of the wings, which could result in reduced structural integrity of the wings. This amendment removes airplanes from the applicability of the existing AD. The incorporation by reference of certain publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 28, 2000 (65 FR 8642, February 22, 2000).
2020-05-25: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 757-200, -200PF, -200CB, and -300 series airplanes. This AD was prompted by a report that during a maintenance check an operator discovered cracking of the aft cargo compartment frames in the station 1460 frame web and inner chord between certain stringers. This AD requires an inspection of the fuselage frames for any existing repair, repetitive surface high frequency eddy current (HFEC) inspections of the fuselage frames with a cargo liner support channel for any cracking, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2008-03-01: We are superseding an existing 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: Certain structural components must be replaced by new components at a certain stage of the aircraft's life to avoid any possibility of fatigue failure. We are issuing this AD to require actions to correct the unsafe condition on these products.
94-16-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to detect cracking, corrosion, and wear of various components of the main landing gear (MLG) brake assembly, and correction of discrepancies. This amendment is prompted by reports indicating that components in the MLG assembly have been damaged due to the consequences of vibration in the brake assembly. The actions specified by this AD are intended to minimize the exposure of the brake assembly to the consequences of a vibratory condition that could ultimately lead to failure of components of the MLG; such failure could severely affect the braking capability of the airplane while on the ground.
2001-13-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-120 series airplanes. This action requires revising the Airplane Flight Manual, installing a placard on the main instrument panel, and removing the "LIGHT-HEAVY" inflation switch of the leading edge deicing boots. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. This action is intended to ensure that the flight crew is provided with accurate indications of the severity of ice accretion and appropriate procedures and actions to prevent reduced controllability of the aircraft due to accretion of ice on the airplane.