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2025-08-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332L helicopters. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the airworthiness limitations section (ALS) of the existing maintenance manual (MM) or instructions for continued airworthiness (ICAs) and the existing approved maintenance or inspection program, as applicable, 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.
72-23-01: 72-23-01 HANDLEY PAGE (JETSTREAM AIRCRAFT LTD): Amendment 39-1548 as amended by Amendment 39-1585 and 39-1605 is further amended by Amendment 39-2197. Applies to Handley Page HP-137 Mark I airplanes. Compliance is required on or before March 24, 1973, unless already accomplished, except that the airplane may be flown in accordance with FAR Section 21.197 and 21.199 to a base where the alteration can be performed. To prevent fires, which could result from engine rotor failures and combustion chamber burn through torching flames, in the areas of the nacelle forward of the existing vertical firewall from entering the area aft of the vertical firewall and damaging wing structure or burning into the wing fuel tank in this area, install additional fire shielding to the lower nacelle area down from and aft of the existing vertical firewall in accordance with the following: (a) Using fireproof materials which comply with FAR 23.1191, extend the existing vertical firewall andprovide fireproof shielding for the area aft of the extended vertical firewall in accordance with Jetstream Aircraft Limited Modification No. 5001, Part 1, Issue 1, dated September, 1971, and Part 2, Issue 2, dated December, 1971, or other equivalent modification approved by the Chief, Engineering and Manufacturing Branch of an FAA Region (or, in the case of the Western Region, the Aircraft Engineering Division). NOTE: Copies of Jetstream Aircraft Limited Modification No. 5001 may be obtained from the FAA, Engineering and Manufacturing Branch in the FAA Regions (or in the case of the Western Region, the Aircraft Engineering Division). Amendment 39-1548 became effective October 31, 1972. Amendment 39-1585 was effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram, dated December 2, 1972, which contained this amendment. Amendment 39-1605 was effective upon publication in theFederal Register as to all persons except those persons to whom it was made immediately effective by the telegram, dated January 23, 1973, which contained this amendment. This amendment 39-2197 becomes effective May 5, 1975.
69-12-07: 69-12-07 BELL: Amdt. 39-781. Applies to Bell Model 206A helicopters, Serial Nos. 4 through 153, equipped with the magnesium tail boom assembly, Part No. 206-031-004-1 or -3. Compliance required as indicated. To prevent failure of the magnesium tail boom due to fatigue cracks, accomplish the following: (a) Before the first flight of each day after the effective date of this AD: (1) Remove the tail rotor drive shaft cover. (2) Inspect the skin adjacent to the rivet holes for cracks in the following areas, using a three-power or higher magnifying glass: (i) The tab attachment of the drive shaft cover to the tail boom. (ii) The area adjacent to the rivnut attachment of the tail rotor gear box fairing to the tail boom. (iii) The horizontal stabilizer attachment fittings. (3) Repair tail booms with only one skin crack less than one inch in length if the crack is located in an area described in (a)(2)(ii) or (iii) above, by stop drilling and deburring the holes. (4) Remove and replace tail booms with any other skin crack, in accordance with Paragraphs 8-37 through 8-47 of the Model 206A Maintenance and Overhaul Instructions. (b) Within 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 25 hours' time in service from the last inspection: (1) Remove the tail rotor drive shaft cover and the gear box fairing. (2) Inspect the skin adjacent to the rivet holes for cracks in the following areas, using a three-power or higher magnifying glass: (i) The tab attachment of the drive shaft cover to the tail boom. (ii) The rivnut attachments of the tail rotor gear box fairing to the tail boom. (iii) The horizontal stabilizer attachment fittings. (3) Repair tail booms with only one skin crack less than one inch in length if the crack is located in an area described in (b)(2)(ii) or (iii) above, by stop drilling and deburring theholes. (4) Remove and replace tail booms with any other skin crack, in accordance with Paragraphs 8-37 through 8-47 of the Model 206A Maintenance and Overhaul Instructions, before further flight. (5) Inspect tail rotor balance and balance, if necessary, in accordance with Paragraph 2A on Page 2 of Bell Service Bulletin No. 206A-7 dated August 22, 1968, or later FAA-approved revision or in accordance with an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. (c) Remove and replace magnesium tail booms with 400 or more hours' time in service on the effective date of this AD within 100 hours' time in service therefrom. (d) Remove and replace magnesium tail booms with less than 400 hours' time in service on the effective date of this AD, prior to accumulating 500 hours' time in service. (e) Remove and replace all subsequent replacement magnesium tail booms prior to accumulating 500 hours' time in service. (Bell Helicopter Company Service Bulletin No. 206A-7 dated August 22, 1968, pertains to this subject). This amendment becomes effective July 21, 1969.
2013-02-12: We are adopting a new airworthiness directive (AD) for all EADS CASA (Type Certificate previously held by Construcciones Aeron[aacute]uticas, S.A.) Model CN-235, CN-235-100, CN-235-200, and CN-235-300 airplanes. This AD was prompted by reports of incorrect electrical polarity connections on engine fire extinguishing discharge cartridges. This AD requires a one-time inspection to identify the correct polarity for each pair of electrical connectors on each engine fire extinguisher cartridge, and repair if necessary. We are issuing this AD to detect and correct incorrect polarity connections, which could prevent the actuation of the discharge cartridge in case of automatic fire detection or manual initiation during a potential engine fire, and could result in damage to the airplane and injury to passengers.
2025-07-10: The FAA is superseding Airworthiness Directive (AD) 2020-20-17 and AD 2021-15-05 for all General Electric Company (GE) Model GE90- 110B1 and GE90-115B engines. AD 2020-20-17 prohibits dispatch of an airplane if certain status messages are displayed on the engine indicating and crew alerting system (EICAS) and if certain conditions are present; and as terminating action, requires revision of the existing FAA-approved minimum equipment list (MEL) by incorporating the dispatch restrictions into the MEL. AD 2021-15-05 requires initial and repetitive replacement of the full authority digital engine control (FADEC) integrated circuit (MN4) microprocessor. Since the FAA issued AD 2020-20-17 and AD 2021-15-05, the manufacturer has developed a software revision for the electronic engine control (EEC) FADEC that further mitigates the unsafe condition. This AD retains all the actions of AD 2020-20-17 and AD 2021-15-05, and also requires upgrading the EEC FADEC software to an EEC FADEC software version eligible for installation as a terminating action. The FAA is issuing this AD to address the unsafe condition on these products.
2013-02-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter series airplanes; Model A330-200 and - 300 series airplanes; and Model A340-200 and -300 series airplanes. This AD was prompted by a report of a manufacturing defect in certain rods installed in the belly fairing, which could lead to cracks at the crimped end of the rod. This AD requires an inspection of the rods to determine the manufacturer; and for affected parts, an inspection for any cracking of the rods, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct cracking of the rods, which could result in rupture of rods that attach the belly fairing to the airframe, leading to separation of the belly fairing from the airframe, and consequent damage to airplane structure and airplane systems.
75-04-04: 75-04-04 CESSNA AIRCRAFT CORPORATION: Amendment 39-2067 as amended by Amendment 39-2203. Applies to Cessna Model 305A series airplanes, modified in accordance with STC SA568SW or SA504SW (oil line rerouting), including airplanes listed in Note 3 of Aircraft Specification 5A5. Compliance required within the next twenty-five hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the aluminum elbow fitting, P/N X34352, remove the fitting from the oil cooler and replace with a fitting of the same part number fabricated from brass, or Weatherhead P/N C5405X10X6, or an equivalent part approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (NOTE: Advisory Circular AC 43.13-1A, Chapter 10, provides information on the proper flex line installation procedure that should be followed when reconnecting the oil system line.These parts are available from Ector Aircraft Company, 414 East Hillmont, Odessa, Texas 79760.) Amendment 39-2067 became effective March 10, 1975. This amendment 39-2203 becomes effective upon publication in the Federal Register.
2013-02-09: We are adopting a new airworthiness directive (AD) for all BAE SYSTEMS (OPERATIONS) LIMITED Model BAe 146, and Avro 146-RJ series airplanes. This AD was prompted by a report of loss of the end caps on the anti-icing piccolo tube of the wing leading edge. This AD requires a detailed inspection of the end caps on the anti-icing piccolo tube for lost or loose end caps, and replacing or repairing the end caps if necessary. We are issuing this AD to detect and correct lost and loose end caps on the anti-icing piccolo tube, and ice accretion on the wing leading edge or run-back ice, which could lead to a reduction in the stall margin on approach and loss of controllability of the airplane.
2025-07-06: The FAA is superseding Airworthiness Directive (AD) 2024-26- 01, which applied to all Airbus Helicopters Model H160-B helicopters. AD 2024-26-01 required measuring the axial play of the rotating scissors spherical bearings, and depending on the results, accomplishing corrective action and reporting inspection results. Since the FAA issued AD 2024-26-01, Airbus Helicopters issued revised material to extend the applicability to all rotating scissors spherical bearing serial numbers, change the initial compliance time, establish repetitive inspections, and extend the reporting requirements. This AD was prompted by a determination that the initial compliance time and reporting requirement needed to be modified and repetitive inspections for certain axial play measurements added. This AD retains the actions required in AD 2024-26-01, revises the initial compliance time, extends the definition of an affected part to all serial numbered rotating scissors spherical bearings, extends the reporting requirements, and requires repetitive inspections. This AD also prohibits installing an affected rotating scissors spherical bearing unless certain 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.
2013-02-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD requires, for certain airplanes, installing two warning level indicator lights on each of the P1-3 and P3-1 instrument panels in the flight compartment. This AD also requires, for certain airplanes, replacing the existing P5-16 and P5-10 panels; and, for certain airplanes, replacing the basic P5-16 panel with a high altitude landing P5-16 panel. Additionally, this AD requires revising the airplane flight manual to remove certain requirements of previous AD actions, and to advise the flightcrew of certain changes. This AD was prompted by a design change in the cabin altitude warning system that would address the identified unsafe condition. We are issuing this AD to prevent failure of the flightcrew to recognize and react to a valid cabin altitude warning horn, which could result in incapacitation of the flightcrew due tohypoxia (a lack of oxygen in the body), and consequent loss of control of the airplane.