Results
2006-08-08: The FAA is adopting a new airworthiness directive (AD) for certain Air Tractor, Inc. (Air Tractor) Models AT-400, AT-401, AT-401B, AT-402, AT-402A, and AT-402B airplanes. This AD requires you to lower the safe life for the wing lower spar cap for certain Models AT-402A and AT-402B airplanes and those that incorporate or have incorporated Marburger Enterprises, Inc. (Marburger) winglets. For Models AT-400, AT-401, AT-401B, AT-402, and certain AT-402A, airplanes, this AD requires you to repetitively inspect the wing lower spar cap in order to reach the safe life. We also developed an alternative method of compliance (AMOC) to the requirements of this AD for certain Models AT- 402A and AT-402B airplanes. The AMOC includes repetitive eddy current inspections, modification of the center splice connection, and lower spar cap replacement. This AD is the result of reports of cracks in the 3/8-inch bolt hole of the wing lower spar cap before reaching the approved safe life. We are issuing this AD to prevent fatigue cracks from occurring in the wing lower spar cap before the originally established safe life is reached. Fatigue cracks in the wing lower spar cap, if not detected and corrected, could result in wing separation and loss of control of the airplane.
2020-16-06: The FAA is adopting a new airworthiness directive (AD) for all Aviat Aircraft Inc. Models A-1, A-1A, A-1B, A-1C-180, and A-1C-200 airplanes. \n\tThis AD requires repetitive inspections of the forward horizontal stabilizer support assembly and the rear horizontal stabilizer support tube and reporting information to the FAA. This AD was prompted by field reports of complete failure of both the forward support assembly and the rear support tube due to fatigue. The FAA is issuing this AD to address the unsafe condition on these products.
99-25-12: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron (Bell)-manufactured Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters; and Southwest Florida Aviation SW204, SW204HP, SW205, and SW205A-1 helicopters, that currently requires modification and inspections of the tailboom vertical fin spar (vertical fin spar). This amendment requires the same modification and inspections plus two additional inspections and replacement of the vertical fin spar. This amendment is prompted by 6 accidents, 2 of which involved fatalities, involving fatigue cracks in the vertical fin spar that have occurred since the issuance of AD 97-20-09. The actions specified by this AD are intended to prevent in-flight failure of the vertical fin spar and subsequent loss of control of the helicopter.
96-11-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires a one-time measurement during refueling to determine the pressure in each collector tank; for certain airplanes, non-destructive test (NDT) inspections to detect cracking or deformations of the collector tank ribs on each wing, and repair, if necessary; and modification of top-hat stringers in each outer wing tank. This amendment is prompted by a report of damage to the ribs of the wing collector tank caused by over-pressure in the collector tank during refueling. The actions specified by this AD are intended to prevent cracking and deformation of the wing collector tanks due to over-pressure, which could result in reduced structural integrity of the wing.
2020-16-17: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent XWB-75, Trent XWB-79, Trent XWB-79B, and Trent XWB-84 model turbofan engines. This AD was prompted by reports of a lack of weld fusion on the resistance welding during manufacturing, which could result in air leakage through the low-pressure turbine (LPT) rear support seal panel assembly (''LPT seal panel''). This AD requires replacement of the LPT seal panel. The FAA is issuing this AD to address the unsafe condition on these products.
2008-22-13: 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: Two operators of A300 aircraft fitted with General Electric (GE) CF6-50 engine series have reported cracks on the lower side of Rib 5 in the pylon box. * * * * * Investigations disclosed that these cracks are due to the stresses resulting from the pressure applied by the thrust reverser cowl bumpers. * * * * * Cracking of the engine pylons could result in reduced structural integrity of the engine support structure. We are issuing this AD to require actions to correct the unsafe condition on these products.
2006-10-05: The FAA is adopting a new airworthiness directive (AD) for certain Saab Model SAAB-Fairchild SF340A (SAAB/SF340A) and SAAB 340B airplanes. This AD requires a one-time inspection to see if a faulty uplock axle for the shock strut of the main landing gear (MLG) is installed, and replacing the uplock axle with a new uplock axle if necessary. This AD results from a report of a cracked uplock axle caused by hydrogen embrittlement during the manufacturing process. We are issuing this AD to prevent failure of the uplock mechanism, which, combined with a loss of hydraulic pressure, could result in an uncommanded extension of the MLG.
2020-16-12: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as inadvertent fuel shut-off to the engine during the operation of the flaps due to the fuel and flap control levers being located too closely together. The FAA is issuing this AD to address the unsafe condition on these products.
56-13-02: 56-13-02 SIKORSKY: Applies to All Model S-51 Helicopters. Compliance required as indicated. As a result of recent service experience, the main rotor hubs are to be retired from service at the times indicated. 1. Main rotor hubs, S10-10-1015 and S510117, are to be replaced every 480 hours. Magnaflux inspections are to be conducted at the 200-240 hour interval. 2. Main rotor hubs, S10-10-1033, with 1/16 inch or larger chamfer at the base on the outer edge of each arm, with 240 hours of service, must be replaced by September 15, 1956, or prior to the accumulation of 480 hours, whichever occurs first. The S510122 outer arm locknuts are to be checked for looseness every 30 hours on hubs continuing in service beyond 240 hours. With any indication of looseness, the hub is to be removed and a Magnaflux inspection for cracks at the root radius of the threads on the outer arm is to be conducted. Any hub with a crack is to be replaced. Hubs with 480 hours or more must be replaced prior to further service. After September 15, 1956, all hubs are to be replaced every 240 hours. 3. Main rotor hubs, S10-10-1033, with chamfer less than 1/16 inch at the base on the outer edge of each arm are to be replaced every 960 hours. Magnaflux inspections are to be conducted every 200-240 hours of service. (Service Information Circular No. 76 Revisions D & F cover the same subject.) This supersedes AD 49-44-01.
99-24-09: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires modifying the flap inboard attachment fittings through the installation of a reinforcement angle bracket on the inside of the center web of both flap inner attachment fittings. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent the potential of the inboard flap attachment fittings buckling while operating at full flaps with full power into a head-on wind gust, which could result in loss of control of the airplane.