Results
47-41-08: 47-41-08 BELL: (Was Mandatory Note 20 of AD-1H-2.) Applies to All Models of 47B Series, Through Serial Number 78. Compliance required at next 100-hour inspection. The stabilizer bar mixing levers should be reworked by cutting away the lower inboard edge of a 2-inch radius from a center position 1 1/2 inches from the vertical centerline of the center hole. The cut should not be more than 1/8 inch at its deepest point and the sharp corners, resulting from the removal of this segment, should be rounded by a 1/2-inch radius. This reworking will eliminate the interference between those levers and the stabilizer bar damper, which may exist when the stabilizer bar is depressed 5 degrees. (Complete instructions are carried by Bell Service Bulletin 47C52, dated July 9, 1947.)
48-19-02: 48-19-02 LOCKHEED: Applies to Models 49-46, 149-46, 649-79 and 749-79 Aircraft. Compliance required at next No. 1 inspection, and thereafter at periods not to exceed 550 hours of operation. Inspect the two fittings, P/N 256019, "Lever-Cockpit Torque Tube", in the elevator control system for the presence of cracks or other signs of failure at the rivet attachment points, particularly at the base of the arm. Remove and replace any defective parts. The periodic inspection may be discontinued if the two levers are replaced with new parts, LAC No. 302349, or are reinforced with additional fittings, LAC No. 302337, or their equivalents. (LAC Service Bulletin 49/SB-456 covers the lever substitution or reinforcement.)
46-39-04: 46-39-04 DOUGLAS: (Was Mandatory Note 7 of AD-762-7.) Applies to C-54 Series Aircraft. \n\n\tTo be accomplished not later than November 15, 1946. \n\n\tInstances of valve freezing, due to ice forming in the detent chamber, have been reported on fuel tank selector and crossfeed valves. To prevent valve freezing, the Parker and Hydro Aire valves must be reworked by filling the detent chamber with Dow Corning compound No. 4 and installing a washer to retain the compound and to act as a water shield. \n\n\t(Douglas Drawings 4331597 and 2331524 cover this same subject.)
47-50-02: 47-50-02 CESSNA: Applies to 120 and 140 Aircraft Serial Numbers Up to and Including 14289. Inspection required upon each 100 hours of operation until fuselage rear bulkhead (tail post) has been reinforced. Inspect the lower right-hand corner of the cutout in the fuselage rear bulkhead for cracks which usually extend down to the rivet holes at the nearest anchor nut. If cracks are found, install the new type bulkhead with reinforcement channel added per Cessna Drawing No. 0412169. (Cessna Service Letter No. 46 dated July 31, 1947, covers this same subject.)
47-50-13: 47-50-13 DOWNER (BELLANCA and UNIVERSAL (Stinson): Applies Only to Aircraft Equipped With Koppers Model Aeromatic F200 Propellers. Compliance required no later than the next 25-hour propeller lubrication and at 25 hours of operation thereafter. Inspect propeller hub as follows: Remove balancing band from both ends of hub barrel after index marking each to facilitate proper reassembly. Examine the other surfaces of the hub completely for indications of line cracks or fractures. The areas of primary concern are (1) those beneath the balancing bands, (2) the weld joint where hub barrel and mounting tube meet, and (3) the weld joint where mounting tube and mounting flange meet. Defective hubs should be removed from service. (Koppers Service Bulletin No. 12, dated October 9, 1947, covers this same subject.)
76-19-05: 76-19-05 AVIONS MARCEL DASSAULT (AMD): Amendment 39-2730. Applies to all Model Fan Jet Falcon airplanes, all Series, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the possible inability of the emergency fuel shut-off valves to shut down the engines, accomplish the following: (a) Within the next 20 hours time in service after the effective date of this AD, unless already accomplished, inspect the fuel shut-off control in accordance with AMD Service Bulletin No. 551, dated March 3, 1976, or FAA-approved equivalent, for each engine to determine the time for the engine to flame-out after actuation of the emergency fuel shut-off control with the engine operating initially at ground idle rpm. If flame-out time is found to exceed 15 seconds, prior to further flight, except that the airplane may be flown in accordance with FARs 21.197 and 21.199 to a base where the repair can be performed, readjust the emergency fuel shut-off control in accordance with Fan Jet Falcon Maintenance Manual Chapter 76-20-2, pages 501 through 503, or an FAA-approved equivalent. (b) Within the next 150 hours time in service or 60 days after the effective date of this AD, whichever occurs later, unless already accomplished, inspect for proper assembly and repair, as necessary, the fuel shut-off valves, Zenith P/N B99-26203 and B99-26204, in accordance with AMD Service Bulletin No. 550, dated March 3, 1976, or an FAA-approved equivalent. This amendment becomes effective October 7, 1976.
2016-04-11: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) GEnx-1B54, -1B58, -1B64, -1B67, and -1B70 turbofan engine models. This AD was prompted by reports of two separate, single engine in-flight shutdowns [[Page 9752]] (IFSDs) caused by high-pressure turbine (HPT) rotor stage 1 blade failure. This AD requires inspection and conditional removal of affected HPT rotor stage 1 blades. We are issuing this AD to prevent failure of the HPT rotor stage 1 blades, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.
2003-03-13: This amendment adopts a new airworthiness directive (AD) that applies to all MORAVAN a.s. (Moravan) Model Z-242L airplanes. This AD establishes a technical service life for these airplanes by restricting Acrobatic and Utility category operations and requiring replacement of the wings after a certain operational time period. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Czech Republic. The actions specified by this AD are intended to prevent structural failure of the wing due to fatigue cracking. Such failure could result in a wing separating from the airplane with consequent loss of airplane control.
2018-18-09: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN-235-200, and CN-235-300 airplanes; and certain Model C-295 airplanes. This AD was prompted by a report that cracks were found on the stabilizer-to- fuselage rear attachment fitting. This AD requires a detailed inspection of the upper and lower lugs of each horizontal stabilizer- to-fuselage rear attachment fitting, repair if necessary, and a report of findings. We are issuing this AD to address the unsafe condition on these products.
2008-22-12: We are adopting a new airworthiness directive (AD) for all Boeing Model 727 airplanes. This AD requires repetitive inspections for any crack in the area of the elevator side fitting/hinge fitting joint and for any crack or elongation inside and outside of the holes in the clevis and in the lug, corrective actions if necessary, and other specified actions. This AD results from reports of elongated holes and cracks found in the lugs of the attachment fittings of the elevator quadrant upper support assembly at the tip of the vertical fin. We are issuing this AD to detect and correct damage to the aft attachment lugs of the elevator quadrant support assembly that could lead to failure of the lugs. This condition could accelerate wear elsewhere in the elevator control system, which could reduce the crew's ability to maintain safe flight.
75-06-09: 75-06-09 BEECH: Amendment 39-2129. Applies to Models 60 and A60 (Serial Numbers P-3 through P-200) airplanes with more than 150 hours' time in service. Compliance: Required as indicated, unless already accomplished. To prevent malfunctions of the elevator inboard hinge supports, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: Remove the left and right elevator inboard hinge supports (P/N 60-524078-1 and 60- 524078-2) and install improved supports in accordance with Beech Kit No. 60-4005 or any equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beechcraft Service Instruction No. 0342-132, Revision III, or later revision refers to this subject. This amendment supersedes Amendment 39-1463, AD 72-13-01. This amendment becomes effective March 20, 1975.
2003-12-05: This amendment supersedes an existing airworthiness directive (AD), that is applicable to McCauley Propeller Systems 1A103/TCM series propellers. That AD currently requires an initial inspection for cracks in the propeller hub in accordance with a dye penetrant inspection procedure, replacement of propellers with cracks that do not meet acceptable limits, rework of propellers with cracks that meet acceptable limits, and repetitive inspections of all affected propellers. This amendment allows additional rework operations to be performed at more than one bolt hole location. This amendment is prompted by the need to clarify the requirement to use a steel backing plate and Mylar gasket during installation of the propeller, and to relax the replacement requirements. The actions specified in the proposed AD are intended to prevent propeller separation due to hub fatigue cracking, which can result in loss of control of the airplane.
2003-03-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 and -300 series airplanes, that requires replacement of the screws in the aileron, rudder, and elevator trim tabs with new screws; and removal and re-installation of screws in the aileron, elevator, and rudder trim tabs and the rudder spring tab; as applicable. This action is necessary to prevent reduced structural integrity of the screws in the aileron, elevator, and rudder trim tabs and the rudder spring tab, due to countersinks that were not manufactured correctly, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2003-02-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2003-02-51 that was sent previously to all known U.S. owners and operators of Bombardier Model CL-600-2C10 (Regional Jet Series 700 and 701) series airplanes by individual notices. This AD requires an airplane flight manual (AFM) revision to introduce new quantity limitations for the center fuel tank and associated procedures; to limit flight to within 30 minutes of a suitable alternative airport; and to limit the center tank fuel quantity to 1,500 lbs. (680 kgs.) maximum at takeoff. This action is prompted by issuance of mandatory continuing airworthiness information by a civil airworthiness authority. The actions specified by this AD are intended to detect and correct discrepancies in the fuel distribution system, which could cause the center tank to overfill and fuel to leak from the center tank vent system or to become inaccessible, and could result in engine fuel starvation.
47-27-01: 47-27-01 WACO: (Was Mandatory Note 4 of AD-648-1.) Applies to Models UKS-7, VKS-7, VKS-7F Aircraft. Compliance required not later than next periodic inspection. Inspect tank area in wings for damage to plywood tank support and wing spars caused by collection of moisture in the boxed area of the fuel tank. 1. Remove the left and right fuel tanks and inspect the condition of the plywood tank support and the front and rear spars. 2. If the plywood supports are found to be in poor condition they should be replaced using new plywood. 3. If the spars have been affected by the accumulated moisture, repairs should be made in accordance with FAA requirements or in extreme cases the spar should be replaced. 4. In order to provide drainage of the tank compartment three holes 3/16 inch in diameter should be drilled through the plywood support at the extreme rear of the support as close to the rear spar as possible without damaging the spar. These drain holes should, of course, extend through the fabric covering. 5. The drain holes should be drilled in all tank compartments at the time the fuel tanks are removed for this inspection. (The above inspection and recommended remedial measures also covered by Waco Aircraft Co. Service Letter No. 3.)
47-06-04: 47-06-04 GLOBE: (Was Mandatory Note 7 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 3 to 408 Inclusive; 1004 to 1224 Inclusive; and 2001 to 2324 Inclusive. Compliance required prior to April 1, 1947. Replace the AN 960-616 washers under the nuts at the attachment of the main landing gear retraction links to the shock struts with AN 940-616 washers. This is necessary for proper retention of the bushings in the retraction links. (Globe Customer Service Maintenance Bulletin No. 10 covers this same subject.)
2009-01-09: The FAA is superseding an existing airworthiness directive (AD) that applies to all Airbus Model A310 series airplanes. That AD currently requires repetitive detailed inspections to detect cracks propagating from the fastener holes that attach the left- and right- hand pick-up angles at frame 40 to the wing lower skin and fuselage panel, and corrective actions if necessary. This new AD revises the intervals for accomplishing the repetitive detailed inspections and provides for an optional terminating modification for the repetitive inspections. This new AD also revises the applicability of the AD to remove certain airplanes. This AD results from mandatory continuing airworthiness information originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. We are issuing this AD to prevent reduced structural integrity of the airplane due to fatigue damage, and consequent cracking of the pick-up angles at frame 40.DATES: This AD is effective April 2, 2009. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of April 2, 2009. The Director of the Federal Register approved the incorporation by reference of a certain other publication listed in this AD as of February 9, 2001 (66 FR 1031, January 5, 2001).
2016-04-15: We are adopting a new airworthiness directive (AD) for MD Helicopters, Inc. (MDHI), Model 369A, 369D, 369E, 369FF, 369HE, 369HM, 369HS, 500N, and 600N helicopters with a certain part-numbered main rotor blade attach pin (pin) installed. This AD requires ensuring the life limit of the pin as listed in the Airworthiness Limitations section of aircraft maintenance records and Instructions for Continued Airworthiness (ICA). If the hours time-in-service (TIS) of a pin is unknown, or if a pin has exceeded its life limit, this AD requires removing the affected pin from service. This AD was prompted by a report from an operator who purchased pins that did not have life limit documentation. These actions are intended to document the life limit to prevent a pin remaining in service beyond its fatigue life, which could result in failure of a pin, failure of a main rotor blade, and subsequent loss of control of the helicopter.
70-17-03: 70-17-03 HUGHES: Amdt. 39-1070. Applies to Model 269 Series helicopters certificated in all categories, which incorporate lead-lag and flapping hinge bolts, P/N HS 1446- 10-68, (only the lead-lag bolts are affected on Model 269C) with vendor identification BM (stylized) impression stamped on top of the bolt heads hereinafter referred to a BM bolts. Compliance required as indicated. To detect cracks in the BM bolts, P/N HS 1446-10-68, accomplish the following: Within 50 hours time in service after the effective date of this AD, unless already accomplished, remove all BM bolts in accordance with Hughes Handbook of Maintenance Instruction (BM bolts with the head dyed green or a white dot painted in the recessed head have been inspected and are not affected by this AD. The white dot was used in instances where the green dye application was not effective.) Perform a magnaflux inspection of the BM bolts for evidence of cracking. (a) Replace any BM bolt which shows evidence of cracking, with a serviceable bolt prior to further flight. Efface the part number of any cracked bolts sufficiently to prevent their inadvertent return to service. (b) Any BM bolt which shows no evidence of cracking may be returned to service after it has been identified with a white dot painted in the recessed head of the bolt. NOTE: (Hughes Service Information Notice No. N-78, dated July 31, 1970, pertains to the same subject.) This amendment becomes effective August 20, 1970.
75-19-05: 75-19-05 GENERAL ELECTRIC COMPANY: Amendment 39-2365. Applies General Electric Company Models CJ610-9 turbojet and CF700-2C, CF700-2D, and CF700-2D-2 turbofan engines which had the gearbox and accessory drive horizontal drive shaft P/N 37C301961P102 aligned with alignment tool P/N 2C5525 within the last 800 hours time in service as of the effective date of this AD. Compliance required within the next 100 hours time in service after the effective date of this AD, unless previously accomplished. To prevent possible accessory drive horizontal drive shaft failure, leading to complete loss of engine power, inspect the horizontal drive shaft for alignment and spline wear, in accordance with General Electric Service Bulletin No. (CJ610) A72-117 or (CF700) A72-130 or later FAA approved revision or an equivalent inspection method approved by the Chief, Engineering and Manufacturing Branch, New England Region, Federal Aviation Administration. Remove worn horizontal drive shafts and mating female splined components and replace with serviceable parts in accordance with General Electric Alert Service Bulletin No. (CJ610) A72-117 or (CF700) A72-130 or later FAA approved revision. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of Chief, Engineering and Manufacturing Branch, FAA New England Region, may adjust the compliance time specified in the AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. General Electric Company Service Bulletins identified 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 Service Bulletins from General Electric Company may receive copies upon request to General Electric Company, 1000 Western Avenue, Lynn, Massachusetts 01910. These documents may also be examinedat the 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 the incorporated 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 September 26, 1975.
2024-25-51: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH Model MBB-BK 117 C-2 helicopters. The FAA previously sent this AD as an emergency AD to all known U.S. owners and operators of these helicopters. This AD was prompted by a report of vibrations of the yaw axis during a hover taxi. This AD requires repetitively inspecting the bolted joint between the cardan- pivot joint assembly and the tail rotor actuator piston rod and, depending on the results, taking corrective action. This AD also prohibits installing certain tail rotor actuators unless 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.
2003-16-17: This amendment adopts a new airworthiness directive (AD) that applies to certain Dornier Luftfahrt GMBH (Dornier) Models 228-100, 228-101, 228-200, 228-201, 228-202, and 228-212 airplanes that have electrical cabin/cockpit heater option P05 or option P09 installed. This AD requires you to modify the cockpit and cabin auxiliary heating wiring. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to correct problems with the current design of the heater wiring, which could result in failure of the auxiliary cabin heater. Such failure could lead to overheating and smoke in the cockpit.
47-16-01: 47-16-01 DOUGLAS: (Was Mandatory Note 16 AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\n\tTo be complied with not later than September 1, 1947. \n\n\tA.\tIn those aircraft having the ammeter shunts in the positive generator leads, install two circuit breakers or circuit breaker switches in each nacelle junction box and reconnect each ammeter lead through one of these circuit breakers. Any type or variety of 10-ampere circuit break may be used, with the exception of the automatic-reset type. \n\n\tB.\tInstall a circuit breaker or circuit breaker switch in the main junction box and connect in series with the voltmeter circuit wire PJ-34 at the (d.c.) buss. Any type or variety of 10-ampere circuit breaker may be used, with the exception of the automatic-reset type. The nonoverride variety of circuit breaker is preferable. \n\n\tC.\tInstall for Heinemann type AM 1614-15-28-2 or equivalent, 15-ampere circuit breaker switches or circuit breakers, at the regulator location, in the leads to the B terminal of the voltage regulators; wires PA-530, PA-531, PA-730, and PA-731. The usual thermal circuit breaker or fuse does not provide sufficient protection to meet the peculiar requirements of a protective device for a generator field circuit application. \n\n\tAdditional information on the foregoing changes are described by Douglas Drawing No. 4350951 entitled "Rework of Generator Field Lead and Volt-Ammeter Lead Circuit Protection". A Douglas Aircraft Service Bulletin on this subject is also being issued.
2003-02-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and -400D series airplanes, that requires repetitive inspections to detect discrepancies of the drip shield and supports located above the rudder pedal mechanisms; corrective action, if necessary; and eventual modification of the drip shield, which would terminate the repetitive inspections. The actions specified by this AD are intended to prevent unrestrained drip shields from interfering with the rudder pedal mechanism, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2003-16-10: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney Canada (PWC) PW206A and PW206E turboshaft engines. This AD requires initial and repetitive borescope inspections of compressor turbine and power turbine blades for blade axial shift, and replacement of blade retaining rivets and certain rotor air seals as terminating action for the repetitive borescope inspections. This AD is prompted by reports of engine shutdowns and emergency landings due to severe vibration and drops in engine torque, and an increase in internal engine temperature, triggering in-flight engine fire warnings. We are issuing this AD to prevent turbine blade axial shift, which could cause high levels of vibration, loss of engine torque, in-flight engine shutdown, and possible uncontained engine failure.