Results
2012-02-05: We are adopting a new airworthiness directive (AD) for all Thielert Aircraft Engines GmbH (TAE) [[Page 4218]] TAE 125-02-99 and TAE 125-02-114 reciprocating engines. This AD was prompted by in-flight engine shutdown incidents reported on airplanes equipped with TAE 125 engines. We are issuing this AD to prevent in- flight engine shutdown, which could result in loss of control of the airplane.
2012-01-11: We are adopting a new airworthiness directive (AD) for certain Cirrus Design Corporation (Cirrus) Model SR22T airplanes. This AD was prompted by reports of partial loss of engine power due to a dislodged rubber gasket/seal being ingested into the turbocharger. This AD requires inspection and modification of the air box flange welds and slots and installation of induction system air box seals as applicable. We are issuing this AD to correct the unsafe condition on these products.
81-26-01 R1: 81-26-01 R1 MCDONNELL DOUGLAS HELICOPTER COMPANY (MDHC): Amendment 39-4275 as revised by Amendment 39-6689. Docket No. 89-ASW-43. Applicability: All Model 369 series helicopters equipped with main rotor drive shaft, part number (P/N) 369D25510, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the main rotor drive shaft, P/N 369D25510, which could result in the loss of the helicopter, accomplish the following: (a) Prior to the accumulation of 300 hours' total time in service on the P/N 369D25510 drive shaft, or within the next 25 hours' additional time in service from December 17, 1981, for the Model 369D or from the effective date of this amended AD for Models 369E and F (whichever occurs later), and thereafter at repetitive intervals not to exceed 300 hours' additional time in service since the last such inspection: (1) Visually inspect the spherical spline and adjacent shaft area of thedrive shaft, P/N 369D25510, in accordance with the instructions contained in Hughes Service Information Notices (SIN) DN-99, dated November 30, 1981; FN-4, dated July 29, 1983; or MDHC SIN EN- 4, dated April 29, 1983, as applicable. (2) Replace cracked parts with like serviceable part prior to return to service and continue to inspect at 300-hour intervals. NOTE: Drive shaft retirement is established at 3,410 hours' time in service. (3) Drive shaft retirement is established at 3,410 hours' time in service for Models 369F and FF, and 5,020 hours' time in service for Models 369D and E. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. (c) An alternative method of compliance, which provides an equivalent level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, ANM-100L, FAA, Northwest Mountain Region, 3229 East Spring Street, Long Beach, California 90806-2425; telephone (213) 988-5200. The repair and inspection procedures shall be done in accordance with Hughes Service Information Notices (SIN) DN-99, dated November 30, 1981, incorporated by reference (See 46 FR 60807, December 14, 1981); FN-4, dated July 29, 1983; or MDHC SIN EN-4, dated April 29, 1983, as applicable. 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 Helicopter Company, 5000 E. McDowell Road, Attention: Publications Department, MS 543/P 213, Mesa, Arizona 85205. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, 4400 Blue Mound Road, Room 158, Bldg. 3B, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8301, Washington, DC. Airworthiness Directive 81-26-01 R1 revises AD 81-26-01, Amendment 39-4275 (46 FR 60807, December 14, 1981). This amendment (39-6689), AD 81-26-01 R1) becomes effective on October 31, 1990.
2025-08-05: 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. This AD was prompted by a widespread fatigue damage (WFD) scenario review for a certification project that indicated several cracks found around the potable water and wastewater service panels were WFD instead of typical fatigue. This AD requires modification of the potable water and wastewater service panels, 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.
2018-03-22: We are adopting a new airworthiness directive (AD) for GE Aviation Czech s.r.o. M601D-11, M601E-11, M601E-11A, M601E-11AS, M601E- 11S, and M601F turboprop engines. This AD requires removal of certain power turbine (PT) disks installed on the affected engines. This AD was prompted by a design review by the manufacturer that determined PT rotors with certain disks have less overspeed margin than originally stated during product certification. We are issuing this AD to address the unsafe condition on these products.
2003-05-10: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) CF34-3A1, -3B, and -3B1 turbofan engines with scavenge screens part numbers (P/Ns) 4047T95P01 and 5054T86G02 installed in the B-sump oil scavenge system. That AD currently requires initial and repetitive visual inspections and cleaning of the B-sump scavenge screens. This amendment requires initial and repetitive visual inspections and cleaning of the B-sump scavenge screens until a screenless fitting is installed. This amendment is prompted by six reports of B-sump oil scavenge system failure causing engine in-flight shutdowns. The actions specified by this AD are intended to prevent B-sump scavenge screen blockage due to coking, which could result in ignition of B-sump oil in the secondary air system, fan drive shaft separation, and uncontained engine failure.
2003-05-05: This amendment adopts a new airworthiness directive (AD) that applies to certain Robert E. Rust (R.E. Rust) Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A airplanes. This AD requires you to inspect the fuselage to determine if a steel fuselage center-section tie bar fitted with bushings in the end lug bolt holes is installed. If this bushed steel fuselage center-section tie bar is installed, this AD decreases the safe life limit. This AD is the result of reports that certain replacement steel fuselage center-section tie bars installed on the affected airplanes could fail before the originally published safe life limit. The actions specified by this AD are intended to prevent early failure of these bushed steel fuselage center-section tie bars, which could result in reduced structural integrity of the wings. Such a condition could lead to loss of control of the airplane.
98-11-01: This amendment supersedes Airworthiness Directive (AD) 97-23-04, which currently requires replacing the fuel tank vent valves with modified fuel tank vent valves on certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD retains the fuel tank vent valves replacement required by AD 97-23-04, and requires drilling a 4.8 millimeter (0.1875 inch) hole in each fuel filler cap. This AD also requires inserting a temporary revision in the Pilot's Operating Handbook (POH) that specifies checking to assure that the fuel filler cap hole is clear of ice and foreign objects. This AD is the result of mandatory continued airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent the fuel tank inward vent valve from freezing, which, if followed by a cold soak at altitude, could result in wing airfoil distortion and structural damage with consequent degradation of the airplane's handling qualities.
2003-05-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Robert E. Rust (R.E. Rust) Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A airplanes. This AD requires you to check the airplane logbook to determine whether certain modifications have been incorporated on the airplane and incorporate the modifications that have not already been accomplished. This AD is the result of the manufacturer performing a design study on the structural integrity of certain parts and reports of service failure of other parts installed on the affected airplanes. The actions specified by this AD are intended to prevent reduced structural integrity in the primary structure of the airplane, which could result in failure of the rudder torque tube, elevator fasteners, and the vertical fin rear spar, or jamming or damage to the elevator. Such failures could lead to loss of control of the airplane.
58-04-01: 58-04-01 DOUGLAS: Applies to All DC3 Series Aircraft Which Have an "Airstair" Type Cabin Door Installation. \n\n\tCompliance required not later than July 1, 1958. \n\n\tThe DC-3 Series aircraft passenger entrance door has been altered by modifiers to hinge the door at the bottom and install steps on the inside of the door, which are used for entering or leaving the aircraft when the door is opened. Numerous instances have occurred wherein the door has opened in flight, or a passenger has inadvertently opened the door and, in some cases, with fatal or near fatal results. \n\n\tIn order to overcome this hazard, it is required that means be provided for safeguarding against inadvertent opening of such doors in flight. CAM 4b.356-2 and -4 outlines the FAA policies which should be followed in complying with this directive.