| After the same problem kept cropping up following their first AD last August, FAA has tried again with AD 2007-08-03. The original AD was intended to ensure that the fuel line fittings on various Cessna 172, 182 and 206 models were all tightened properly to prevent them from detaching from various fuel system components. FAA now admits it wasn't specific enough in the first AD and that there have been at least four more engine failures due to fuel line separation since it was issued. The original AD didn't specify that the torque settings of the fittings should be checked (i.e. aircraft only received visual inspections). The new AD clarifies that the torque values need to be physically established and that visual inspection is insufficient. We agree: "tightened properly" does equate to a torque check. |
| Aircraft |
Effect |
| AD 2006-11-05R1 RB211 series engines |
Results from the FAA allowing certain affected disc assemblies that entered into service before 1990 that have a record of detailed inspections, to remain in service for a longer period than the previous AD allowed and to continue to prevent corrosion-induced uncontained disc assembly failure. Final Rule eff 01 May |
| AD 2007-07-05 R1 777 |
Results from a report of an ASCPC failure during flight (air supply and cabin pressure controller).? to prevent an ASCPC failure that could stop airflow into the airplane, inhibit the cabin altitude warning message, and cause an incorrect display of cabin altitude. These failures could result in depressurization of the airplane without warning. Final Rule eff 18 Apr |
| 2006-NM-289-AD DHC8-400 |
Results from reports of fluid loss in the No. 2 hydraulic system, causing the power transfer unit to overspeed, increasing the fluid flow within the No. 1 hydraulic system. We are proposing this AD to prevent possible loss of both the No. 1 and No. 2 hydraulic systems. NPRM comments by 04 May |
| 2006-NM-255-AD All DC-8 |
Requires deactivating certain components (the sump heater, scavenge valve, and scavenge pump) of the center wing fuel tank. This proposed AD results from fuel system reviews conducted by the manufacturer....to prevent certain conditions related to these components, which could lead to a possible ignition source in the fuel tank. NPRM comments by 21 May |
| AD 2007-07-09 A318 thru A321 |
Additional bonding points need to be modified in order to prevent electrical arcing in the center fuel tank. This AD is to prevent electrical arcing in the center fuel tank due to inadequate bonding, which could result in an explosion of the center fuel tank. Final rule eff 08 May |
| AD 2007-07-10 ERJ170 |
To prevent the inability of the waste compartment doors to adequately contain a fire inside the lavatory waste compartment, and consequent uncontained fire and smoke within a lavatory during flight. Final rule eff 08 May |
| AD 2007-07-11 Gulfstream 200 |
Due to quality escape during serial production, the jumpers at the Right Fuel Standby Pump Connector 4Q1 were manufactured from 14 AWG electrical wiring instead of 12 AWG wires as required per approved drawing. The possible overheating of the 14 AWG jumpers routed in vicinity of the fuel tank may present the unsafe flight condition. Final Rule eff 03 May |
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