Results
2019-20-01: The FAA is superseding Airworthiness Directive (AD) 2018-26- 07, which applied to all Airbus SAS Model A350-941 and -1041 airplanes. AD 2018-26-07 required repetitive greasing of the thrust reverser actuators (TRAs), dispatch restrictions, and maintenance procedure revisions. This AD requires actions specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by the FAA's determination to add a requirement to replace the TRAs, which AD 2018-26-07 specified was not required at the time to provide the opportunity for the public to comment on the merits of that action. The FAA is issuing this AD to address the unsafe condition on these products.
2007-19-06: The FAA is adopting a new airworthiness directive (AD) for GEAE CF6-45A, -45A2, -50A, -50C, -50CA, -50C1, -50C2, -50C2B, -50C2D, - 50C2F, -50C2R, -50E, -50E1, - 50E2, and -50E2B turbofan engines. This AD requires replacing the compressor discharge pressure (CDP) restoring spring assembly on certain main engine controls (MECs) or re-marking MECs that already incorporate GEAE Service Bulletin (SB) No. CF6-50 S/B 73-0119, dated March 21, 2005. This AD results from reports of five events involving fractured CDP restoring spring assemblies. We are issuing this AD to prevent loss of engine thrust control that could lead to loss of control of the airplane.
2007-19-05: The FAA is adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Model 400, 400A, and 400T series airplanes. This AD requires modifying the attachment fasteners on the engine cowling panels. This AD results from several reports of loose attachment fasteners found on the engine cowling panels, and subsequently the panels either peeling back or separating from the airplane during flight. We are issuing this AD to prevent failure of the attachment fasteners on the engine cowling panels, which could result in separation of a panel from the airplane, and consequent damage to airplane structure. These conditions could adversely affect continued safe flight and landing of the airplane, or cause injury to people or damage to property on the ground.
2019-20-07: The FAA is adopting an airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD requires repetitive operational checks of the leading edge (LE) outboard (OB) slats and applicable on-condition actions. This AD also requires revising the airplane flight manual (AFM) to prohibit flap retraction under icing conditions and revising the existing maintenance or inspection program, as applicable, to incorporate a new operation check. This AD was prompted by a determination that the LE OB slat system could be out of position without flight deck annunciation. The FAA is issuing this AD to address the unsafe condition on these products.
2018-09-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-301, -321, -322, -341, and -342 airplanes; Model A340-200 series airplanes; and Model A340-300 series airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by reports of cracks on both left-hand (LH) and right-hand (RH) sides on certain frame (FR) locations. We are issuing this AD to address the unsafe condition on these products.
82-06-11 R1: 82-06-11 R1 PIPER AIRCRAFT CORPORATION: Amendment 39-4349 as amended by Amendment 39-4408. Applies to the following airplanes certificated in any category. Nose Landing Gear Inspection and Rigging (Part I of Service Bulletin) MODELS AFFECTED: SERIAL NUMBERS AFFECTED: PA-28R-201T Turbo Arrow III 28R-7703001 through 28R-7803373 PA-28RT-201T Turbo Arrow IV 28R-7931001 through 28R-8131193 Nose Landing Gear Inspection and Modification (Part II of Service Bulletin) MODELS AFFECTED: SERIAL NUMBERS AFFECTED: PA-28R-200 Arrow II 28R-7635522 through 28R-7635545 PA-28R-201 Arrow III 28R-7737001 through 28R-7837317 PA-28RT-201 Arrow IV 28R-7918001 through 28R-8118082 COMPLIANCE: Required as indicated, unless already accomplished. To prevent the inadvertent retraction of the nose landing gear, accomplish the following: A) Within the next 100 hours time-in-service after the effective date of this AD, inspect, rig and modify the nose landing gear in accordance with Piper Service Bulletin No. 724A, dated April 20, 1982, Parts I and II as applicable, except dye penetrant must be used for detection of cracks. B) Record compliance with this AD by an appropriate entry in the airplane maintenance records. This includes those airplanes where the provisions of this AD have already been accomplished. C) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. D) An equivalent method of compliance may be used when approved by the Chief, Aircraft Certification Field Office, FAA, 3400 Norman Berry Drive, East Point, Georgia 30344. Amendment 39-4349 became effective on March 25, 1982. This amendment 39-4408 becomes effective on June 16, 1982.
2007-19-02: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model MD-11, MD-11F, DC-10-30 and DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, and MD-10-30F airplanes. This AD requires measuring the electrical resistance of the bond between the No. 2 fuel transfer pump adapter surface of the fuel tank and the fuel transfer pump housing flange, and performing corrective and other specified actions as applicable. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent inadequate bonding between the No. 2 fuel transfer pump adapter surface of the fuel tank and the fuel transfer pump housing flange. Inadequate bonding could result in a potential ignition source inside the fuel tank if the fuel transfer pump and structure interface are not submerged in fuel, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2001-07-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Cessna Model 750 airplanes, that requires removal of a certain existing bulkhead web doubler, installation of left and right bulkhead web doublers, and enlargement of the lightening holes. This action is necessary to prevent jamming of the roll control system, due to inadequate clearance between the control cable and the web, which could result in reduced controllability of the airplane.
2013-07-03: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, A330-200 Freighter, A330-300, A340-200, and A340-300 series airplanes; and Model A340-541 airplanes and Model A340- 642 airplanes. This AD was prompted by reports of cracks in the bogie pivot pin caused by material heating due to friction between the bogie pivot pin and bush, leading to chrome detachment and chrome dragging on the bogie pivot pin. This AD requires repetitive detailed inspections for degradation of the bogie pivot pins and for any cracks and damage of the pivot pin bushes of the main and central landing gear; a magnetic particle inspection of the affected bogie pivot pins for corrosion and base metal cracks; and repairing or replacing bogie pivot pins and pivot pin bushes, if necessary. We are issuing this AD to detect and correct cracks and damage to the main and central landing gear, which could result in the collapse of the landing gear and adversely affect the airplane's continued safe flight and landing.
82-11-04: 82-11-04 PIPER: Amendment 39-4386. Applies to PA-31T Cheyenne/Cheyenne II (S/Ns 31T-8120036 through 31T-8120042, 31T-8120044 through 31T-8120050, 31T-8120055 and 31T-8120057), PA-31T1 Cheyenne I (S/Ns 31T-8104040 and 31T-8104041, 31T-8104043 through 31T-8104046, 31T-8104048, 31T-8104051, 31T-8104054, 31T-8104055, 31T-8104057 and 31T-8104058) and PA-31T2, Cheyenne II XL (S/Ns 31T-8166001, 31T-8166005 through 31T-8166017, 31T-8166019 through 31T-8166021, 31T-8166030 and 31T-8166031) airplanes certificated in any category. COMPLIANCE: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent possible sticking of the emergency exit window, accomplish the following: a) Modify the emergency exit window by installing Teflon tape on the emergency exit window frame in the seal area in accordance with Piper Aircraft Corporation Service Bulletin No. 733 dated January 25, 1982. b) Airplanes may be flownin accordance with FAR 21.197 to a location where this AD may be accomplished. c) An equivalent method of compliance may be used when approved by the Chief, New York Aircraft Certification Office, FAA, Federal Building, JFK International Airport, Jamaica, New York 11430. This amendment becomes effective on June 3, 1982.
2007-19-01: 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: To prevent the cockpit door windows separating from their frames, * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-19-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of cracks within the ring gears of a slat geared rotary actuator (SGRA) resulting from a change in the raw material manufacturing process. This AD requires replacement of affected parts with serviceable parts, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2001-07-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires a modification involving nondestructive test inspections of the 34 fastener holes in each rear wing spar, corrective action, if necessary, and cold working of the holes to increase fatigue life of the rear spar web. 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 fatigue cracking, which could result in fuel leakage and reduced structural integrity of the wings.
82-10-01: 82-10-01 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4373. Applies to Model AS350 and AS355 Series helicopters certificated in all categories that are equipped with tail rotor blades P/N 350A.12.0030.01, 02, 04, or 05 (Airworthiness Docket No. 82-ASW-16). Compliance required before further flight after the effective date of this AD, and thereafter at intervals not to exceed 10 hours' time in service from the last inspection until the tail rotor blades attain 100 hours' or more total time in service since new or since replacement of the stainless steel leading edge strip. To detect bond failure between each tail rotor blade body and the steel leading protective strip, inspect by tapping along the span and over the surface of the leading edge strip with a coin or similar device. Remove the affected tail rotor blade before further flight if a change in sound tone is found that indicates bond failure exceeds 10 percent of the strip bond area. Equivalent means of compliance with this AD must be approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (Aerospatiale Telex Service No. 2366 for all Model AS350 and AS355 operations dated February 4, 1982, pertains to this subject.) This amendment becomes effective May 10, 1982.
2007-18-07: 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: Several aircraft, at the factory, presented some debris in the hydraulic fluid of the steering system. Investigations revealed that some components of the steering system can be responsible for the fluid contamination because of an initial pollution on their manufacturing. If not corrected, a contaminated fluid could cause malfunction and a possible jamming of the steering system. We are issuing this AD to require actions to correct the unsafe condition on these products.
2001-07-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A330 and A340 series airplanes. This action requires a one-time inspection for cracks on the attachment holes of the doorstop fitting on the aft passenger/crew doors; repair, if necessary; and modification of the attachment holes. This action is necessary to detect and prevent fatigue cracking of the attachment holes for doorstop fitting number 5, which could result in reduced structural integrity of the door frames. This action is intended to address the identified unsafe condition.
81-24-01: 81-24-01 PIPER: Amendment 39-4262. Applies to Piper airplane Models PA-36-285 and PA-36-300, S/N 36-7360001 thru 36-8160001, 36-8160003, 36-8160004 and 36-8160009 and PA-36-375, S/N 36-7802001 thru 36-8102004, certificated in all categories. To prevent failure of the rudder control system, and seat and harness cable assemblies, accomplish the following inspection or an approved equivalent. (a) Within the next 15 hours in service after the effective date of this AD, inspect for cracks, using a dye penetrant method, (1) Two Rudder Control Shackles, Piper P/N 486 566 (MS 20115-5), and (2) Two MS 20115-5 shackles on seat and harness cable assemblies, Piper P/N 98193-10 and 98193-9, respectively. (b) Replace all shackles found cracked prior to further flight with new shackles Piper P/N 486 566 or equivalent which have been previously inspected for cracks in accordance with paragraph (a). (c) Equivalent inspections or parts must be approved by the Chief,Engineering and Manufacturing Branch, FAA, Eastern Region. (d) Compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region upon receipt of substantiating data submitted through an FAA Maintenance Inspector. This amendment is effective November 19, 1981.
2018-10-01: We are adopting a new airworthiness directive (AD) for all Safran Helicopter Engines, S.A., Arriel 2E turboshaft engines. This AD was prompted by reports of ruptured front support pins on the accessory gearbox front support. This AD requires replacement of the accessory gearbox front support. We are issuing this AD to address the unsafe condition on these products.
2023-13-03: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports where the passenger door external handle mechanism was not retrieving its normal, flush position when the door was being closed. This AD requires a one-time cleaning and lubrication of the external door handle mechanism of each affected door, and limits the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2007-07-07R1: The FAA is revising an existing airworthiness directive (AD) for General Electric Company (GE) CF34-1A, -3A, -3A1, -3A2, -3B, and - 3B1 turbofan engines. That AD currently requires a one-time inspection of certain fan disks for electrical arc-out indications, replacing fan disks with electrical arc-out indications, and reducing the life limit of certain fan disks. This AD results from a comment received on AD 2007-07-07, and from recently issued revisions to the applicable GE Alert Service Bulletins (ASBs). We are issuing this AD to prevent an uncontained fan disk failure and airplane damage.
2007-17-12: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 777 series airplanes. This AD requires, for the drive mechanism of the horizontal stabilizer, repetitive detailed inspections for discrepancies; repetitive lubrication of the ballnut and ballscrew; repetitive measurements of the freeplay between the ballnut and the ballscrew; and corrective action if necessary. This AD results from a report of extensive corrosion of a ballscrew in the drive mechanism of the horizontal stabilizer on a Boeing Model 757 airplane, which is similar in design to the ballscrew on Model 777 airplanes. We are issuing this AD to prevent an undetected failure of the primary load path for the ballscrew in the drive mechanism of the horizontal stabilizer and subsequent wear and failure of the secondary load path, which could lead to loss of control of the horizontal stabilizer and consequent loss of control of the airplane.
81-23-06: 81-23-06 PIPER: Amendment 39-4254. Applies to Model PA-31P, Serial Nos. 31P-1 thru 31P-7730012, Model PA-31T, Serial Nos. 31T-7400002 thru 31T-8020086 and Model PA-31T1 Serial Nos. 31T-7804001 thru 31T-8104001 certificated in all categories except aircraft incorporating Piper Kit No. 763 986. To prevent possible hazards in flight associated with cracks in the outboard flap track, attachment angles, wing rib flange and the rear spar web accomplish the following: a. Within the next 50 hours in service from the effective date of this AD or upon the attainment of 1000 hours in service, whichever is later, inspect, repair and alter the flap track structure in accordance with Piper Kit No. 763 986 or equivalent. b. Alternate inspections, repairs or alterations which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. c. Upon submission of substantiating data by an owner or operatorthrough an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. (Piper Service Bulletin No. 647A dated November 24, 1980, refers to this subject.) This amendment is effective November 16, 1981.
81-11-02 R1: 81-11-02 R1 PIPER AIRCRAFT CORPORATION: Amendment 39-4111 as amended by amendment 39-4222. Applies to Model PA-28R-200, Serial Numbers 28R35001 through 28R-7635545; Model PA-28R-201, Serial numbers 28R-7737001 through 28R-7837317; and Model PA-28RT-201, Serial Numbers 28R-7918001 through 28R-8118047, airplanes certificated in all categories. \n\n\tCompliance is required within the next 50 hours time in service or at the next oil change, whichever comes first, after the effective date of this AD unless already accomplished. To prevent possible loss of oil due to installation of an incorrect engine oil quick drain valve, accomplish the following: \n\n\t(a)\tInstall two warning placards, one on each side, on the lower engine mount beneath the intake and exhaust tubes, in accordance with Figure 1. Use Piper Part No. 87369-26V which reads:\n\n\t\t\t\t\t"CAUTION \n\n\tUnapproved Oil Drain Valves Can Cause Inadvertent Draining When the Gear is Retracted - Use Only Piper Approved Part" \n\n\t(b)For those airplanes equipped with an engine oil quick drain valve, perform the following: \n\n\t\t(1)\tInspect the oil quick drain valve and insure that Piper Part No. 492-172V is installed and correctly safety wired. The correct valve can be identified by comparison with Figure 2. Also, the Number 1H50-1 may be visible on the hex. \n\n\t\t(2)\tIf an incorrect valve is installed, replace with Piper Part No. 492-172V, and safety wire, using .032 safety wire. \n\n\t(c)\tMake an appropriate maintenance record entry. \n\t\n\tNOTE: Piper Service Letter No. 910, dated December 29, 1980, pertains to this subject. \n\n\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tAmendment 39-4111 became effective May 18, 1981. \n\t\n\tThis amendment 39-4222 becomes effective October 2, 1981. \n\n\n\n\n\nFIGURE 1 \nAD 81-11-02 \n\n\n\n\nFIGURE 2 \nAD 81-11-02
2007-18-01: 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 a BCM (back-up control module) retrofit campaign, one resistor manufactured by SRT (Siegert) was found with an abnormal resistance drift. * * * * * * * * When the aircraft is in control back-up configuration (considered to be an extremely remote case), an incorrect value on these resistors may cause degradation of the BCM piloting laws, potentially leading to erratic motion of the rudder and to possible impact on the Dutch Roll [uncommanded coupling of airplane roll and yaw motions]. * * * * * The unsafe condition is erratic motion of the rudder, which could result in reduced controllability of the airplane due to dutch roll characteristics. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-17-19: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes, that requires repetitive inspections and functional tests of the static port heater assemblies, and corrective actions if necessary. The actions specified by this AD are intended to prevent an electrical short of the static port heater from sparking and igniting the insulation blanket adjacent to the static port heater, which could result in smoke and/or fire in the cabin area. This action is intended to address the identified unsafe condition.