Results
87-01-02: 87-01-02 BOEING: Amendment 39-5494. Applies to all Model 747 airplanes, certificated in any category, equipped with the single-piece escape slide at Door No. 3. To ensure that the escape slide pack remains in proper position on the door in the event of a minor crash landing, accomplish the following, unless already accomplished: \n\n\tA.\tWithin twelve months after the effective date of this AD, modify the escape slide attachment in accordance with Boeing Alert Service Bulletin 747-25A2710, dated July 15, 1986, or later FAA-approved revisions. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial 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 modification required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective January 20, 1987.
2025-01-01: The FAA is adopting a new airworthiness directive (AD) for certain Britten-Norman Aerospace Ltd. Model BN-2, BN-2A, BN-2A-2, BN- 2A-3, BN-2A-6, BN-2A-8, BN-2A-9, BN-2A-20, BN-2A-21, BN-2A-26, BN-2A- 27, BN-2B-20, BN-2B-21, BN-2B-26, BN-2B-27, BN-2T, BN2T-4R, and BN2T-4S airplanes; and certain Model BN2A MK. III, BN2A MK. III-2, and BN2A MK. III-3 airplanes. This AD was prompted by the determination that, in order to ensure the continued structural integrity of certain landing gear and associated components, it is necessary to require removal of these components from service prior to exceeding established fatigue lives. This AD requires determining the number of landings on affected main landing gears (MLGs), nose landing gears (NLGs), and associated components; removing from service any part that has reached or exceeded the established fatigue life and installing a replacement part; and prohibiting the installation of any affected part unless the number of landings for that part is below the established fatigue life. The FAA is issuing this AD to address the unsafe condition on these products.
2015-22-03: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney Division (PW) PW4164, PW4168, PW4168A, PW4164C, PW4164C/B, PW4164-1D, PW4168-1D, PW4168A-1D, PW4170, PW4164C-1D, PW4164C/B-1D, PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines including models with a ``-3'' suffix with a low-pressure turbine (LPT) 4th stage inner air seal (IAS), part number (P/N) 51N038, installed. This AD was prompted by the discovery, during routine overhaul of the LPT, of cracks in the barrel section of the LPT 4th stage IAS. This AD requires removal of the LPT 4th stage IAS, P/N 51N038, according to a prescribed schedule. We are issuing this AD to prevent failure of the LPT 4th stage IAS, which could lead to an uncontained IAS release, damage to the engine, and damage to the airplane.
89-03-07: 89-03-07 BRITISH AEROSPACE (BAe) PLC: Amendment 39-6118. Applicability: Model HP 137 Mk l Jetstream Model 200, and Jetstream Model 3101 (includes Model 3100) (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD after the effective date of this AD, unless already accomplished. To prevent reduction of strength of the main wing spar attachment structure, accomplish the following: (a) Upon the accumulation of 4,000 landings or within the next 400 landings, whichever occurs later, and thereafter at intervals of 2,000 landings, visually or dye penetrant inspect, as required, the Part Number (P/N) 13707B99 and P/N 13707B100 shear angles for cracks as described in BAe Alert Service Bulletin (ASB) Jetstream 57-A-JA880144, dated June 14, 1988, Section 2, ACCOMPLISHMENT INSTRUCTIONS. (1) If a crack is detected that is 1-1/2 inch (37 mm) in total length, or 1 inch (25 mm) vertically or longer, prior to further flight modify the airplane in accordance with BAe Modification JM5303, dated June 14, 1988, by replacing the shear angles with P/N 13707B125 and P/N 13707B126 shear angles. (2) If a crack is detected that is less than 1 inch vertically or 1-1/2 inch total length, re-inspect the shear angles thereafter at intervals not to exceed 100 landings, and prior to an additional 400 landings modify the airplane in accordance with BAe Modification JM5303, dated June 14, 1988. (b) If no record of landings is available, 1 hour time-in-service equals 2 landings may be used in determining the compliance times in this AD. (c) The inspections described in paragraph (a) above are not required when the airplane's left and right shear angles have been modified by BAe Modification JM5303, dated June 14, 1988. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the documents referred to herein upon request to British Aerospace PLC, Manager, Product Support, Civil Aircraft Division, Prestwick Airport, Ayrshire, KA9 2RW, Scotland; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6118, AD 89-03-07) becomes effective on February 26, 1989.
85-26-04: 85-26-04 FOKKER B.V.: Amendment 39-5195. Applies to Model F27 airplanes as indicated in the applicability statement of each service bulletin listed below, certificated in any category. Compliance is required within the time interval specified in each of the following paragraphs, unless already accomplished: A. To prevent collapse of the main landing gear, within 120 days after the effective date of this AD, inspect the drag stay tube for cracks, in accordance with Fokker Service Bulletin F27/32-147 dated September 1, 1981, and replace if cracks are found. B. To prevent damage to the elevator trim tab, the elevator control bracket support, and the elevator control bracket supporting rib structure, modify the structure in accordance with Fokker Service Bulletin F27/55-31 dated May 31, 1965, within 120 days after the effective date of this AD. C. To prevent failure of the wing/fuselage joint, inspect and modify the joint in accordance with Fokker Service Bulletin F27/57-54, Revision 1, dated April 2, 1984, within 180 days after the effective date of this AD or prior to the accumulation of 45,000 landings, whichever occurs later. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. E. 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 inspections and/or modifications required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Manager, Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 EastMarginal Way South, Seattle, Washington. This amendment becomes effective January 26, 1986.
87-18-11: 87-18-11 MCDONNELL DOUGLAS HELICOPTER COMPANY (MDHC) (Hughes Helicopters, Inc.): Amendment 39-5678. Applies to all Model 369D, E, F, and FF helicopters, certificated in any category, equipped with MDHC main transmission (P/N 369D25100-BSC or- 501) which has tail rotor output drive pinion shaft (P/N 369D25125-BSC or -11) installed. Compliance is required as indicated, unless previously accomplished. To prevent possible loss of tail rotor control, accomplish the following: (a) Within the next 25 hours' time-in-service after the effective date of this AD, perform a one-time magnetic particle and visual inspection on the main transmission tail rotor output drive pinion shaft (P/N 369D25125-BSC or -11) on helicopters with the following serialized main rotor transmission in accordance with procedures detailed in paragraphs (c) through (f) of this AD. TRANSMISSION SERIAL NUMBER 1989 1992 and 1993 1998 through 2000 2002 through 2082 2084 and 2085 If the tail rotor output drive pinion shaft serial number is contained in the list below, remove the shaft from service prior to further flight. TAIL ROTOR OUTPUT DRIVE PINION SHAFT SERIAL NUMBERS 1474 through 1502 1504 through 1547 1549 through 1561 1563 and 1564 1566 (b) Within the next 100 hours' time-in-service after the effective date of this AD, perform a one-time magnetic particle and visual inspection on the main transmission tail rotor output drive pinion shaft (P/N 369D25125-BSC or -11) on all affected helicopters with transmission serial numbers other than those listed above in accordance with procedures detailed in paragraphs (c) through (f) of this AD. (c) Verify that the tail rotor output drive pinion shaft has an undercut style fillet radius as shown in Figure 1 of MDHC Mandatory SIN DN-147/EN-35/FN-24, dated April 23, 1987, or FAA-approved equivalent. Remove parts which do not have the undercut from service prior to further flight. NOTE:Tail rotor output drive pinion shafts removed from service in accordance with paragraph (c) may be returned to MDHC for rework if a magnetic particle inspection of the part does not show any crack indications. (d) Perform a magnetic particle inspection of the tail rotor output drive pinion shaft. Remove parts which show indications of cracking found during magnetic particle inspection from service prior to further flight. (e) Inspect the tail rotor output drive pinion shafts for scratches, tooling marks, corrosion, or other minor surface defects in the fillet radius or elsewhere on the shaft in accordance with paragraphs c. (4), c. (5), and c. (6) of MDHC Mandatory SIN DN-147/EN- 35/FN-24, dated April 23, 1987. Prior to further flight, rework discrepant shafts that show no indication of cracks in accordance with procedures stated in paragraph d. of MDHC Mandatory SIN DN-147/EN-35/FN-24, dated April 23, 1987. (f) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to ferry aircraft to a maintenance base in order to comply with the requirements of this AD. The procedure shall be done in accordance with MDHC SIN DN-147/EN-35/FN-24, dated April 23, 1987. This incorporation by reference was approved by the Director of-the Federal Register in accordance with 5 U.S.C. 552 (a) (1). Copies may be obtained from MDHC, 500 E. McDowell Road, Mesa, Arizona. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L. Street, NW., Room 8401, Washington, D.C. This amendment becomes effective September 1, 1987.
74-09-06: 74-09-06 CONSOLIDATED AERONAUTICS: Amendment 39-1826. Applies to all Model LA-4-200 airplanes through Serial Number 601. Compliance required, unless already accomplished, within the next twenty-five (25) hours time in service after the effective date of this AD. To preclude the possibility of engine stoppage resulting from contamination in the fuel injector, accomplish the following: 1. Inspect the restrictor fitting, P/N 2-6750-41, to determine if it has a flush or recessed insert in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Service Bulletin No. B51, or later FAA approved revision. 2. If the restrictor fitting has a recessed insert, no further action is required. 3. If the restrictor fitting has a flush insert, accomplish the following: a. Disassemble and clean the areas of the fuel injector specified in Lake Aircraft, Division of Consolidated Aeronautics, Service Bulletin No. B51, or later FAA approved revision or by FAA approved equivalent method. b. Remove the restrictor fitting and replace with P/N 2-6750-83, or later FAA approved equivalent. 4. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Chief Engineer, Lake Aircraft, Division of Consolidated Aeronautics, Inc., P. O. Box 312, Sanford, Maine 04073. These documents may also be examined at the Office of the Regional Counsel, New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes theincorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the New England Regional Office in Burlington, Massachusetts. This amendment becomes effective May 10, 1974.
76-07-03: 76-07-03 FAIRCHILD: Amendment 39-2565. Applies to all FH-227 airplanes incorporating the outward opening large cargo door per STC SA2246WE. Compliance required within the next 300 hours time in service after the effective date of this AD, unless already accomplished. (a) To prevent inadvertent opening of the large cargo door in flight, accomplish the alteration in paragraph 2, Accomplishment Instructions, in Fairchild Service Bulletin FH-227-52-17, dated October 27, 1975, for FH-227 airplanes, or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective April 6, 1976.
77-05-05: 77-05-05 ADS SUPPLY COMPANY, AIR SPARES INTERNATIONAL, INC. AND SPENCER AIRCRAFT INDUSTRIES: Amendment 39-2849 as amended by Amendment 39-2868 and 39-2881 is further amended by Amendment 39-3199. Applies to various unapproved appliances, identified herein by the Boeing part number, sold by or procured through ADS Supply Company, Bellevue, Washington, Air Spares International, Inc., Seattle, Washington, or Spencer Aircraft Industries, Seattle, Washington, and installed in various Boeing model airplanes. Compliance required as indicated. Accomplish the following: A. Before further flight, except as provided in paragraph F, remove part number 65-52811 - Landing Gear Accessory Unit. B. Before further flight, except as provided in paragraph G, remove part number 65-52809 - Fire Detection Accessory Unit and part number 69-37307 - Engine and Fire Control Module. C. By March 18, 1977, remove the following appliances: (Additional dash numbers identify airline configurations.) Boeing Part No. Unit 65-52801- APU Accessory Unit 65-52807- Flap/Slat Position Switching Unit 69-37335- Fuel System Module Assembly 65-52804- Audio Accessory Unit 65-60211- Landing Gear Accessory Unit 69-37369- Ground Proximity System Test Accessory Module 69-37336- Ground Proximity Aural Warning Accessory Module 65-52805- Flight Instrument Accessory Unit 69-37346- Window and Pitot Heat Module 69-37338- Gyro Switching Panel D. By April 2, 1977, remove the following appliances: (Additional dash numbers identify airline configuration.) Boeing Part No. Unit 65-49808- Electrical Power Relay Module 65-52803- Window Heat Accessory Unit 65-52808- Compartment Overheat Accessory Unit 65-52810- Air Conditioning Accessory Unit 69-37314- AC System Generator and APU Module 69-37315- Generator Drive Standby Power Module 69-37317- Hydraulic Pump Module 69-37319- Air Conditioning Module 69-37320- Engine and Wing Anti-Ice Module 69-37324- Cabin Temperature Module 69-55179- Light Dimming Module 69-37344- VHF Navigation and Compass Switching Unit 65-52806- Miscellaneous Solid State Switching Module 69-37357- Thrust Reverser Override Module 69-37352- Door Warning Annunciator E. By April 8, 1977, remove the following appliances: (Additional dash numbers identify airline configuration.) Boeing Part No. Unit 65-37568- Landing Gear Accessory Unit 65-60209- Engine Fire Detection Control Unit Assembly 65-24917- Autopilot Accessory Unit 69-37313- Flight Control Module 65-24920- Fire Detector Module 69-37321- Electrical Module Assembly 65-60214- Flight Instrument Accessory Unit F. Operations with part number 65-52811 - Landing Gear Accessory Unit may continue until March 18, 1977, provided that before further flight a placard is installed adjacent to the speed brake handle stating "DO NOT ARM." Airplanes may be flown in accordance with FAR 21.197 to a maintenance base to accomplish the above. G. Operations with part number 65-52809 - Fire Detection Accessory Unit and part number 69- 37307 - Engine and APU Fire Control Module may continue until March 18, 1977, provided that before further flight, and daily thereafter, conduct tests in accordance with a procedure available from the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Airplanes may be flown in accordance with FAR 21.197 to a maintenance base to accomplish the above. H. By May 6, 1977, remove the following appliances: (Additional dash numbers identify airline configuration.) Boeing Part No. Unit 69-37339- Stall Warning Test Module 65-79479- Autobrake Accessory Unit 69-37334- Cabin Altimeter and Rate of Climb Module 65-73606- Engine Accessory Unit 65-52812- Autopilot Accessory Unit 65B-46136- Fire Detector Module I. By May 27, 1977, remove the following appliance: (Additional dash numbers identify airline configuration.) Boeing Part No. Unit 65-52802-1 Autopilot Switching Unit J. By May 26, 1978, (notwithstanding the dates of compliance listed in paragraphs A through I above) remove all appliances with Boeing part numbers listed in paragraphs A through I above which have been sold by or procured through Spencer Aircraft Industries (additional dash numbers identify airline configuration). K. Upon request of the operator, an FAA Principal Inspector, subject to the prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the compliance schedule in this AD for specific appliances if the request contains substantiating data to justify the increase for that operator. Amendment 39-2849 deleted Amendment 39-2837, AD 77-04-03. Amendment 39-2849 became effective March 10, 1977. Amendment 39-2868 became effective April 7, 1977. Amendment 39-2881 became effective April 28, 1977. This Amendment 39-3199 becomes effective May 9, 1978.
2002-12-15: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Pratt & Whitney PW4000 series turbofan engines. That AD requires operators to perform initial and repetitive inspections for cracking of high pressure compressor (HPC) front drum rotors based on cycle usage. That AD also requires the removal from service of any cracked HPC front drum rotors. This amendment clarifies inspection requirements for cracking of HPC front drum rotors that have fewer than 1,000 cycles-since-new (CSN). This amendment is prompted by comments from operators seeking more clarity about the inspection requirements of paragraph (a)(1) of that AD. The actions specified by this AD are intended to prevent HPC drum rotor failure from cracks that could result in an uncontained engine failure and damage to the airplane.
2025-01-02: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and - 233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a full-scale fatigue test that found cracks on the main landing gear (MLG) bay rear skin panel at the stringer run-out at Frame 46 and Stringer 32 on the left-hand and right-hand sides. This AD requires repetitive special detailed inspections (SDIs) of the affected area for cracking and applicable corrective actions, 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.
2025-01-04: The FAA is adopting a new airworthiness directive (AD) for certain DAHER AEROSPACE (DAHER) Model TBM 700 airplanes. This AD was prompted by reports of wear of the inner flap actuator drive nut. This AD requires cleaning and lubricating the internal actuator rods, measuring the play between the drive nuts and the internal actuator rods, and if any play is found, replacing the drive nuts. This AD also allows replacing the drive nuts with certain other design drive nuts as terminating action for the requirements. The FAA is issuing this AD to address the unsafe condition on these products.
2002-12-14: This amendment supersedes an existing airworthiness directive (AD) for specified Eurocopter France (ECF) model helicopters that currently requires inserting statements into the Limitations section of the Rotorcraft Flight Manual (RFM) prohibiting flight under certain atmospheric conditions. This amendment contains the same requirements but corrects, expands, and updates the applicability. This amendment is prompted by an incident in which a Multi-Purpose Air Intake (MPAI) inlet seal deflated after the P2 air system line, which feeds the seal, clogged due to the formation of ice. The actions specified by this AD are intended to prevent clogging of the MPAI seal P2 air system line due to ice formation, which could result in deflation of the MPAI seal, loss of engine power, and subsequent loss of control of the helicopter.
67-31-03: 67-31-03 BRITISH AIRCRAFT: Amdt. 39-519, Part 39, Federal Register November 30, 1967. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as indicated, unless already accomplished. To prevent reversal of the rudder feel function, within the next 500 hours' time in service after the effective date of this AD, accomplish the following: (a) Replace the paired links located in the rudder feel simulator linkage, Hobson P/N CH 504-071 or CH 504-280 with redesigned Hobson slotted links, P/N CH 504-446 in accordance with British Aircraft Corporation on BAC 1-11 Alert Service Bulletin PM 3290, or later ARB-approved issue, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. (b) Attach Hobson slotted links P/N CH 504-446 with bolts P/N CH 127803-25 (NAS 1108-25) and CH-127803-22 (NAS 1108-22), or self-retained bolt P/N CH 127800 (NAS 1108-27-SR) and rivet P/N CH 524-129-3. If bolts P/N CH127803-25 (NAS 1108-25) and CH 127803-22 (NAS 1108-22) are used, replace these bolts with self-retained bolt P/N CH 127800 (NAS 1108-27-SR) and rivet P/N CH-524-129-3 during the next overhaul of the rudder feel simulator units. This amendment effective November 30, 1967.
52-25-01: 52-25-01 DOUGLAS: Applies to All Models DC3 Aircraft Equipped With Vacuum Systems. \n\n\tTo be accomplished not later than May 1, 1953. \n\n\tTo guard against the possibility of excessive air temperatures and associated fire hazards in the vacuum system discharge line, one of the following modifications must be accomplished: \n\n\t1.\tInstall a fusible plug in the side of the vacuum pump discharge port at right angles to the axis of the discharge port boss. Some pumps incorporate a plugged hole in the discharge port which may be enlarged to a 3/8-inch pipe tapped hole to accommodate the fusible plug. This plug should employ an AN 840-8D fitting with a binary eutectic mixture of 67.8 percent tin and 32.2 percent cadmium, which has a melting point of 351 degrees F. A drawing describing the design of such a plug is shown in Figure 2. The 3/8-inch plug fitting is intended for pumps such as the Model 3P-211 and 3P-485. For smaller pumps such as the 3P-207, an AN 840-6D fitting, incorporating the same modification as shown below, should be used. Brass fittings of the same design as the above dual fittings are acceptable. Incorporation of an overboard drain line clamped to the fusible plug is recommended but is not mandatory. On installations which do not use an overboard discharge line the possibility exists that the plug may damage other nacelle components if it can hit them upon being blown out of the adapter at high velocity. Therefore, if no overboard discharge line is provided, the installation must be made in such a manner that the plug will not be directed toward any vulnerable components when it issues from the adapter, or \n\n\t2.\tEmploy an oil separator equivalent in principle to the Genisco No. 40081 incorporating a pressure relief valve which can be disassembled for cleaning. \n\n\t(Douglas Service Letter A-129-T-1271/WB-11-Q-4 dated April 1, 1949, covers this type modification.)
2025-01-07: The FAA is superseding Airworthiness Directive (AD) 2022-11- 01, which applied to certain Airbus SAS Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4-600R series airplanes; and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2022-11-01 required a detailed inspection (DET) of the main landing gear (MLG) support rib 5 lower flange, a fluorescent penetrant inspection (FPI) around the spot facing of certain fastener holes if necessary, and applicable corrective actions. This AD was prompted by the determination that additional airplanes are affected by the unsafe condition. This AD continues to require the actions in AD 2022-11-01 and adds airplanes to the applicability, 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.
2015-21-10: We are superseding Airworthiness Directive (AD) 2015-19-03 for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and - 900ER series airplanes. AD 2015-19-03 required revising the maintenance or inspection program to include new airworthiness limitations. This AD continues to require a maintenance or inspection program revision, but with revised language. This AD was prompted by a determination that certain language in the airworthiness limitation was not accurate in AD 2015-19-03. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine, which could result in the inability to shut off fuel to the engine and, in case of certain engine fires, an uncontrollable fire that could lead to wing failure.
86-20-12: 86-20-12 CESSNA: Amendment 39-5442. Applies to the Model 404 (Serial Numbers 404- 0001 through 404-0136, 404-0201 through 404-0246, 404-0401 through 404-0460, 404-0601 through 404-0695, and 404-0801 through 404-0859) airplanes certificated in any category: Compliance: Required as indicated, unless already accomplished. To ensure the structural integrity of the engine mount beams, accomplish the following: (a) Inspect the engine beams for cracks in accordance with the provisions of Cessna Multi-Engine Service Bulletin MEB 86-7, dated April 18, 1986, per the following schedule: (1) On all airplanes with 1600 or more hours time-in-service (TIS), fluorescent penetrant inspect the engine beams within the next 100 flight hours and at each 800 hours TIS thereafter. (2) On all airplanes with less than 1600 hours TIS, fluorescent penetrant inspect the engine beams between 1600 and 1700 hours TIS and at each 800 hours TIS thereafter. (3) The fluorescent penetrant inspections required by paragraphs (a)(1) and (a)(2) of this AD are no longer required on engine beams that have Service Kit SK 404-40 installed. (b) If cracks are found in the inspection of Paragraph (a), prior to further flight perform the following in accordance with Cessna Service Bulletin MEB 86-7: (1) If cracks found in the top (horizontal portion) of the beam are less than 2.00 inches in length, stop drill and install SK 404-40 in accordance with MEB 86-7. (2) If cracks found in the top (horizontal portion) of the beam are greater than 2.00 inches in length, contact Cessna Aircraft Company for FAA approved repair disposition at the following address: Cessna Aircraft Company, Customer Service, P.O. Box 1521, Wichita, Kansas 67201; Telephone (316) 946-7550. (c) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the provisions of this AD can be accomplished. (d) Any equivalent method of compliance with this AD must be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Cessna Aircraft Company, P.O. Box 1521, Wichita, Kansas 67201; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective October 21, 1986.
2025-01-03: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) Model LEAP-1A and LEAP-1C engines. This AD was prompted by an investigation of an in-flight shut down event that revealed the aft arm of the high-pressure turbine (HPT) rotor interstage seal had failed. This AD requires removal from service and replacement of the HPT rotor interstage seal for LEAP-1A engines. Since the HPT rotor interstage seal part number is interchangeable between LEAP-1A and LEAP-1C engines, this AD also prohibits installation of these affected parts onto any LEAP-1A or LEAP-1C engine. The FAA is issuing this AD to address the unsafe condition on these products.
85-11-05 R1: 85-11-05 R1 CESSNA: Amendment 39-5106. Applies to Cessna Model T303 (serial numbers T30300001 thru T30300315) airplanes certificated in all categories. Compliance: Required before further flight, unless already accomplished. To prevent possible flutter of the vertical stabilizer that could cause the loss of the vertical stabilizer and/or airplane control, accomplish the following: (a) Fabricate and install adjacent to the anti-ice system switches the following placard using letters of a minimum 0.10 inch in height: "FLIGHT INTO KNOWN ICING PROHIBITED" and operate the airplane in accordance with this limitation. (b) Insert a copy of this AD in front of the airplane limitation section in the Airplane Flight Manual. (c) The requirements of paragraphs (a) and (b) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 03.9. (d) The placard required in paragraph (a) may be removed and flight into known icing conducted for those airplanes on which the Cessna known icing equipment is installed (as listed in the Equipment List in the Airplane Flight Manual) when the rudder is modified in accordance with Cessna Multi-Engine Service Bulletin MEB85-7, Revision 1, dated June 28, 1985. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Cessna Aircraft Company Customer Services, Post Office Box 1521, Wichita, Kansas 67201, or FAA, Office of the Regional Counsel, Room 1558, 601 East12th Street, Kansas City, Missouri 64106. This amendment becomes effective on July 31, 1985, to all persons except those to whom it has already been made effective by priority letter from the FAA dated May 31, 1985, and is identified as AD 85-11-05.
2025-03-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332L, AS332L1, AS 365 N3, SA-365C1, SA- 365C2, SA-365N, and SA-365N1 helicopters. This AD was prompted by a report that certain rescue hoist cable assemblies may be equipped with a defective ball end. This AD requires inspecting certain rescue hoist cable assemblies and, depending on the results, replacing the rescue hoist cable assembly. This AD also allows installing certain rescue hoist cable assemblies and certain rescue hoists provided its requirements are met. These actions are 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.
2015-19-51: We are publishing a new airworthiness directive (AD) for Sikorsky Aircraft Corporation Model S-76A, S-76B, S-76C, and S-76D helicopters, which was sent previously to all known U.S. owners and operators of these helicopters. This AD requires inspecting the main rotor (M/R) and tail rotor (T/R) pushrod assemblies and the jamnuts, and applying slippage marks across the pushrod tubes and jamnuts. This AD is prompted by an accident of a Sikorsky Aircraft Corporation Model S-76C helicopter. During preliminary investigation, a failed pushrod assembly was identified. These actions are intended to prevent loss of M/R or T/R flight control and subsequent loss of control of the helicopter.
87-03-02: 87-03-02 SAAB FAIRCHILD: Amendment 39-5511. Applies to Model SF-340A series airplanes, serial numbers 03 through 044, certificated in any category. Compliance is required as indicated below, unless previously accomplished. To prevent partial loss of control as a result of an inoperative tail deicing system, accomplish the following: A. Within the next 90 days after the effective date of this AD, install a tail deicer valve heater blanket and its associated equipment in accordance with SAAB Fairchild Service Bulletin SF340-30-015, Revision 1, dated December 13, 1985. B. 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. C. 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 modification required by this AD.All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to SAAB Aircraft, Product Support AB, S-58188, Linkoping, Sweden. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective February 12, 1987.
2021-10-02: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports indicating that the left- and right-hand elevator torque tube bearings were contaminated with sand and corrosion, restricting free rotation. This AD requires repetitive general visual inspections of the left- and right-hand elevator torque tube bearings for any sand, dust, or corrosion; repetitive functional tests of the elevator control system; and replacement of the elevator torque tube bearings if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
92-01-04: 92-01-04 MCDONNELL DOUGLAS: Amendment 39-8127. Docket No. 91-NM-237-AD. \n\n\tApplicability: Model MD-11 series airplanes; equipped with McDonnell Douglas Electronic Systems Company Central Aural Warning System (CAWS), Part Number H05A0035-50 or Part Number H05A0035-51; certificated in any category. \n\n\tCompliance: Required as indicated unless previously accomplished. \n\n\tTo eliminate the loss of Autopilot Disconnect, Windshear, Altitude, Stabilizer in Motion, Radio Altitude, and Overspeed aural alerts, accomplish the following: \n\n\t(a)\tWithin 5 days after the effective date of this AD, and thereafter prior to the first flight of each day, with the aircraft power active, accomplish the following: \n\n\t\t(1)\tPosition or verify that CAWS circuit breakers B1-1018, B1-1381, and B1-1019 are closed. \n\n\t\t(2)\tCycle all three CAWS circuit breakers to the open position. Leave the circuit breakers open for a minimum of five seconds. \n\n\t\t(3)\tReturn all three circuit breakers to the closed position. \n\n\t(b)\tWithin 60 days after the effective date of this AD, replace the CAWS unit in accordance with McDonnell Douglas Alert Service Bulletin A31-18, dated November 11, 1991. Such replacement constitutes terminating action for the requirements of paragraph (a) of this AD. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(e)\tThe replacement requirement of this AD shall be done in accordance with McDonnell Douglas Alert Service Bulletin A31-18, dated November 11, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California, 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(f)\tThis amendment (39-8127, AD 92-01-04) becomes effective on January 24, 1992.