Results
2002-26-05: This amendment supersedes Airworthiness Directive (AD) 2002-11-03, which applies to certain Air Tractor, Inc. (Air Tractor) Models AT-502, AT-502A, AT-502B, and AT-503A airplanes. AD 2002-11-03 lowered the safe life for the wing lower spar cap and further reduced the safe life for airplanes that incorporate or have incorporated Marburger Enterprises, Inc. winglets. AD 2002-11-03 also currently requires you to eddy-current inspect the wing lower spar cap immediately prior to the replacement/modification to detect and correct any crack in a bolthole before it extends to the modified center section of the wing and report the results of this inspection to the Federal Aviation Administration (FAA). Field inspections on the affected airplanes have revealed wings with cracks below the currently established safe life. This AD would further reduce the safe life of the Models AT502, AT-502B, and AT-503A airplanes and would add airplanes recently manufactured to the Applicability of theAD. The actions specified by this AD are intended to prevent fatigue cracks from occurring in the wing lower spar cap before the established safe life is reached. Fatigue cracks in the wing lower spar cap, if not detected and corrected, could result in the wing separating from the airplane during flight.
99-07-07: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France (Eurocopter) Model SA 330J helicopters. This action requires the visual inspection and, if any crack is found, replacement of the affected main rotor head sleeve. This amendment is prompted by the discovery of a crack through the thickness of a lower lug of a blade sleeve. The actions specified by the proposed AD are intended to prevent failure of a main rotor head sleeve that could result in the loss of a main rotor blade and subsequent loss of control of the helicopter.
2009-18-04: We are adopting a new airworthiness directive (AD) for certain Air Tractor, Inc. Models AT-802 and AT-802A airplanes. This AD requires installing a rudder-aileron interconnect cable system shield kit and securing any items stowed in the baggage compartment, using tie downs and/or a cargo net until the cable shield kit is installed. We are issuing this AD to prevent jamming of the rudder-aileron interconnect cables by unsecured items in the baggage compartment, which could result in failure of the rudder-aileron interconnect cable system. This failure could lead to loss of control.
2006-01-07: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP series airplanes, without a stretched upper deck or stretched upper deck modification. This AD requires detailed and high-frequency eddy current inspections for cracks of each affected tension tie and of the surrounding structure, and related investigative and corrective actions if necessary. This AD results from a report of a crack in the tension tie at the body station 820 frame connection, and cracks found on the Boeing 747SR fatigue-test airplane in both the tension ties and frames at the tension tie to frame connections at body stations 800, 820, and 840. We are issuing this AD to find and fix cracks in the tension ties, which could lead to cracks in the skin and body frame and result in rapid in-flight depressurization of the airplane.
99-07-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive inspections to detect cracks in the edge frame web and doubler of the number 1 main entry door cutout; and repair, if necessary. This AD also provides for optional terminating action for the repetitive inspections. This amendment is prompted by reports indicating that fatigue cracks were found in the edge frame web and doubler at the door stop number 1 of the number 1 main entry door cutout. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the airplane.
63-21-05: 63-21-05 NAVION and TWIN NAVION: Amdt. 624 Part 507 Federal Register October 2, 1963. Applies to All Navion Serial Numbers NAV-4-2 and up, and all Twin Navion Aircraft, Temco D-16, Temco D-16A, Dauby, Riley, and Camair 480. Compliance required within the next 50 hours' time in service after the effective date of this directive. Service experience indicates that the unsafe condition in the main and nose gear retraction links which prompted the issuance of AD's 61-12-04 and 62-14-04 cannot in all cases be detected by the inspection as required in those AD's. Therefore, the following must be accomplished: (a) Replace the main gear retraction links with revised assembly Navion P/N 143- 33165-20, Temco P/N 57001-9 or FAA approved equivalent having the longer lap welded center section that completely covers the turned down part of the end fitting. (b) Replace the nose gear retraction link with revised assembly Navion P/N 145- 34106-20, Camair P/N 1-6031 or FAA approved equivalent having the longer lap welded center section that completely covers the turned down part of the end fitting. (c) Approval of equivalent parts shall be obtained from an FAA Regional Engineering and Manufacturing Branch or Aircraft Engineering Division, as appropriate. This supersedes AD's 61-12-04 and 62-14-04. This directive effective November 1, 1963. Revised August 25, 1965.
83-09-02: 83-09-02 MITSUBISHI HEAVY INDUSTRIES, LTD: Amendment 39-4647. Applies to Models MU-2B-25 and -26 (serial numbers 239 through 328; except serial numbers 313, 321, and airplanes having a serial number with the suffix "SA") and Models MU-2B-30, -35, and -36 (serial numbers 501, 504, and 548 through 673; except serial numbers 652, 661 and airplanes having a serial number with the suffix "SA") airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent fuel or fuel vapors from entering the wing tip strobe light assemblies, accomplish the following: (a) Within the next 100 hours time-in-service after the effective date of this AD and thereafter at intervals not to exceed 100 hours time-in-service from the last inspection, inspect the strobe light conduit tubes in the wing tip fuel tanks as detailed in MU-2 Service Bulletin No. 174C dated October 2, 1981 (hereafter referred to as the SB), Item 1 - Inspection for Leakage. Ifleaks are found, prior to further flight, modify the tip tank conduit tube in accordance with Item 2 - Rework Procedure of the SB. (b) On or before September 1, 1983, modify the tip tank conduit tubes in accordance with Item 2 - Rework Procedure of the SB. (c) When Item 2 - Rework Procedure of the SB is accomplished, the repetitive inspection required by paragraph (a) is no longer required. (d) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (e) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Field Office, ANM-170H, Federal Aviation Administration, P.O. Box 50246, Honolulu, Hawaii 96850. This AD supersedes AD 77-13-12, Amendment 39-2937. This amendment becomes effective on May 17, 1983.
2006-01-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2006-01-51 that was sent previously by individual notices to all known U.S. owners and operators of Frakes Aviation (Gulfstream American) Model G-73 (Mallard) series airplanes and Model G-73 airplanes that have been converted to have turbine engines. This AD requires an inspection to detect repairs, cracking, or corrosion of the wings from wing station (WS) 77L to WS 77R, front spar to rear (main) spar; removal of repairs, if found; removal of sealant from the interior of the wet bays; and repair of any crack or corrosion. This AD results from a report indicating that the right wing of a Frakes Aviation (Gulfstream American) Model G-73 (Mallard) airplane separated from the fuselage on takeoff, which resulted in the airplane impacting the water near Miami Beach, Florida. We are issuing this AD to prevent structural failure of the wing and loss of control of the airplane.
2019-18-05: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited (Type Certificate Previously Held by Bombardier, Inc.) Model DHC-8-400 series airplanes. This AD was prompted by reports of the nose landing gear (NLG) locking in a partially extended position due to loose bushings on the lock link of the NLG locking mechanism. This AD requires repetitive inspections of the bushings and the lower lock link of the NLG for discrepancies, and corrective actions if necessary. This AD also requires replacement of the lower lock link of the NLG, which terminates the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
99-02-15: This action confirms the effective date of Airworthiness Directive (AD) 99-02-15, which applies to certain Avions Pierre Robin Model R2160 airplanes. AD 99-02-15 requires repetitively inspecting the engine bearer for cracks, and replacing the engine bearer with a reinforced part either immediately or at a certain time period depending on whether cracks are found during the inspections. Replacing the engine bearer with a reinforced part terminates the repetitive inspection requirement. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified in this AD are intended to detect and correct cracks in the engine bearer, which could result in the engine separating from the airplane.