Results
97-19-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires ultrasonic inspection of certain engine strut diagonal brace lugs for cracks, and replacement, if necessary. This amendment requires new repetitive inspections to detect discrepancies of the diagonal brace lugs, and rework of the diagonal brace lug, if necessary. In lieu of accomplishing the rework for certain cases, this amendment provides for an option to defer the rework by accomplishing repetitive inspections and resealing the bushing. This amendment also provides for an optional terminating modification for repetitive inspections. This amendment is prompted by additional reports of fatigue cracking in the diagonal brace lug. The actions specified in this AD are intended to prevent such fatigue cracking, which could result in failure of the strut and consequent separation of the engine from the airplane.
68-23-02: 68-23-02\tBOEING: Amendment 39-678. Applies to Model 707 and 720 Series aircraft listed in Boeing Service Bulletin 2399, Revision 8. \n\n\tCompliance required as indicated unless already accomplished. \n\n\t(1)\tInspect the fin-body terminal fittings, P/N 5-84487, on all airplanes listed in the Airplanes Affected section of Boeing Service Bulletin No. 2399, Revision 8, or later FAA approved revision. Perform inspections in accordance with Accomplishment Instructions, Parts I and II, and perform preventative modifications in accordance with Part V of that Service Bulletin within the times listed in Inspection Schedules I, II, and III of that Service Bulletin. The repetitive inspection schedule in Inspection Schedule I can be disregarded if fittings with 3500- 7000 hours time in service are found by inspection to be uncracked and are reworked in accordance with Part IV of the Service Bulletin. \n\n\t(2)\tRework cracked fittings in accordance with Part III of Service Bulletin No. 2399, Revision 8, or later FAA-approved revision; or replace with a new part of the same part number; or install a new terminal fitting and bulkhead assembly in accordance with Boeing Service Bulletin No. 2422, or later FAA-approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(3)\tReplace each fitting with a new part of the same part number within the times listed in Inspection Schedule III of Service Bulletin No. 2399, Revision 8, or later FAA-approved revision; or install a new terminal fitting and bulkhead assembly in accordance with Boeing Service Bulletin No. 2422 or after FAA-approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis AD supersedes AD 66-16-01, Amendment 39-253, published in the Federal Register June 25, 1966, as amended by 39-295, as published in the Federal Register October 26, 1966. \n\n\tThis amendment becomes effective December 9, 1968.
2004-05-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes, that currently requires repetitive fluorescent penetrant and magnetic particle inspections to detect fatigue cracking of the main landing gear (MLG) piston, and repair if necessary. This amendment expands the applicability of the existing AD to require the currently required inspections, and corrective actions if necessary, on additional airplanes and MLG piston part numbers, and requires repetitive inspections for evidence of cracking in the paint topcoat of the MLG pistons. This amendment also requires replacement of certain MLG shock strut piston assemblies with new or serviceable improved assemblies, which terminates the requirements of this AD. The actions specified by this AD are intended to prevent fatigue cracking of MLG pistons, which could result in failure of the pistons, and consequent damage to the airplane structure and injury to flightcrew, passengers, or ground personnel. This action is intended to address the identified unsafe condition. \n\nDATES: Effective April 13, 2004. \n\n\tThe incorporation by reference of Boeing Service Bulletin MD90-32- 012, Revision 03, dated June 29, 2001, as listed in the regulations, is approved by the Director of the Federal Register as of April 13, 2004. \n\n\tThe incorporation by reference of Boeing Service Bulletin MD90-32- 031, Revision 01, dated April 25, 2001, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 20, 2002 (67 FR 34823, May 16, 2002). \n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 22, 2000 (65 FR 7719, February 16, 2000).
47-10-23: 47-10-23 LOCKHEED: (Was Mandatory Note 25 of AD-763-3.) Applies to Model 49 Serials 1975, 1976, and 2021 Through 2059. Compliance required immediately. Install AC364-524 steel nuts in place of any AC364-B524 brass nuts which may be installed on bolts through bathtub fittings at wing Station 80 (5 nuts per fitting, 170 nuts per airplane should be checked. (LAC Service Bulletin 49/SB-42 covers this same subject.)
2021-11-16: The FAA is superseding Airworthiness Directive (AD) 79-01-03, which applied to certain Piper Aircraft, Inc. (Piper) Model PA-36-285 airplanes, and AD 83-20-03, which applied to Piper Models PA-36-285, PA-36-300, and PA-36-375 airplanes. AD 79-01-03 required repetitive inspections of the spar carry through assembly until replaced with a different part numbered spar carry through assembly. AD 83-20-03 established life limits for the wing spar structural components. This AD retains the requirements in AD 79-01-03 and AD 83-20-03 and requires the spar carry through assembly inspection from AD 79-01-03 for additional airplanes and adds life limits for certain wing structural components previously omitted from AD 83-20-03 for certain serial numbered airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
67-15-02: 67-15-02 FAIRCHILD-HILLER: Amdt. 39-407 Part 39 Federal Register May 6, 1967. Applies to Model F-27 and FH-227 Series Airplanes. Compliance required within the next 200 hours' time in service after the effective date of this AD unless already accomplished. To compensate for the loss of electrical power to the flight instruments required by former CAR 4b.603(e), (f), (g) (effective December 31, 1953) in the event of a single ground fault in the d.c. power system, accomplish the following: (a) In aircraft, where the emergency electrical power to operate attitude indicator, turn and bank indicator and gyroscopic direction indicator is derived from the d.c. power system, modify the emergency electrical power system to these instruments in accordance with Allegheny Airlines Engineering Order 67-81F or later FAA-approved revision, or an FAA-approved equivalent approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (b) Upon request and submission of substantiating data, an FAA maintenance inspector may adjust the compliance time specified in this AD to permit compliance at an established inspection period. This directive effective May 6, 1967.
47-26-02: 47-26-02 CESSNA: (Was Mandatory Note 10 of AD-768-4.) Applies to 120 and 140 Aircraft Serial Numbers 8000 to 13777, Inclusive. Pending compliance with this note the following placard shall be installed immediately on the instrument panel: "ALL ACROBATICS PROHIBITED. REDUCE CRUISING AIRSPEED IN ROUGH AIR." Compliance with modifications listed below required prior to August 1, 1947. After August 1, placard is not valid, and airplanes are not to be flown until modifications are accomplished. Inspect the wing leading edge for indications of buckling in the skin which may result from failure of the spot welds attaching the skin to the nose ribs. If there is any buckling of the skin at the ribs, other than at the extreme nose radius, the fabric should be cut open on the bottom surface just forward of the front spar for thorough inspection of the affected nose ribs. Any buckled nose ribs should be repaired or replaced. Upon completion of the above the following reinforcements should be accomplished: 1. Leading Edge - (a) On covered wings install four Cherry CR 163-4-4 rivets in the upper surface leading edge at each nose rib from No. 2 to No. 10 inclusive. No. 30 holes should be drilled through the fabric skin and rib flange at chordwise locations determined by use of a template supplied by Cessna. (If template is not available holes can be located by finding 3/32- inch jig hole (or flush rivet in early airplanes) in leading edge skin at tip of each nose rib and drilling holes 1 1/2 inches, 2 3/4 inches, 4 inches, and 5 1/4 inches aft from the jig hole as measured along the curved surface of the leading edge, and exactly in line with the jig hole and the rivet through the skin and nose rib flange just forward of the front spar.) Use only light pressure on drill to avoid bending rib flange where spot welds have failed. Be sure that hole is drilled through both the skin and the nose rib flange. (b) On wings being recovered the Cherry rivets should be carefully drilled out before removing the fabric. Before the new fabric is applied AN 456-AD4 rivets should be installed. 2. Upper Surface Fabric Attachment - (a) On covered wings install four Cherry CR 163-4-4 rivets in each rib one rivet midway between each of the fabric attachment clips (5 inches clip spacing) from No. 1 to No. 5, as numbered aft from the front spar. No. 30 holes should be drilled for the rivets through the fabric at the middle of the reinforcing tape and through the rib flange. A 7/16-inch x 0.015- inch pyralin washer should be used under each rivet head and should be stuck to the fabric with dope. On wings having PK screws installed in accordance with Cessna Service Letter Nos. 35 and 37, replacement of the screws with Cherry rivets is optional. (b) On recovering wings, the rivets should be carefully drilled out before removing the fabric to prevent damage to the ribs. When the new fabric covering is applied, standard Cessna fabric attachment clips may be substituted for the Cherry rivets of PK screws. In this event a clip should be installed midway between each of the present clips from the front spar to the rear spar and from the rear spar to the trailing edge. Holes for the additional clips should be made with a No. 40 drill and a template supplied by Cessna. (Cessna Service Letter No. 42 dated May 20, 1947, also covers this subject and supersedes Cessna Service Letters Nos. 37 and 28.)
2004-05-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires repetitive detailed visual inspections of the aft pressure bulkhead for damage and cracking, and repair if necessary. That AD also requires additional eddy current inspections prior to the airplane accumulating 25,000 flight cycles. This amendment requires a reduction of the interval for the detailed and repetitive eddy current inspections. The actions specified in this AD are intended to prevent fatigue cracking of the aft pressure bulkhead, which could result in rapid depressurization of the airplane and possible damage or interference with the airplane control systems that penetrate the bulkhead, and consequent loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
2021-11-02: The FAA is superseding Airworthiness Directive (AD) 2019-22- 07, which applied to all MHI RJ Aviation ULC Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2019-22-07 required revising the existing airplane flight manual (AFM) to include a limitation and an abnormal operating procedure for the Automatic Flight Control System (AFCS). This AD requires revising the existing AFM and adding airplanes to the applicability. This AD was prompted by a finding that the limitation and abnormal operating procedure did not include reference to a certain mode. The FAA is issuing this AD to address the unsafe condition on these products.
2021-11-08: The FAA is superseding Airworthiness Directive (AD) 2014-25-04 for all Pilatus Aircraft Ltd. (Pilatus) Model PC-6, PC-6-H1, PC-6-H2, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/ B-H2, PC-6/B1-H2, PC-6/B2-H2, PC-6/B2-H4, PC-6/C-H2, and PC-6/C1-H2 airplanes. AD 2014-25-04 required incorporating revised airworthiness limitations into the aircraft maintenance manual (AMM) for your FAA- approved maintenance program. This AD requires incorporating new airworthiness limitations and an eddy current inspection of each fuselage wing fitting if an earlier version of the service information was accomplished. This AD was prompted by a determination that the new life limits, revised airworthiness limitations, and new inspection procedures are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
47-30-05: 47-30-05 AERONCA: (Was Service Note 2 of AD-759-3 and Service Note 2 of AD-761- 3.) Applies to Models 7AC and 11AC. Inspection required not later than September 15, 1947, and each 50 hours thereafter on Model 7AC airplanes having serial numbers prior to No. 7AC-6797 and Model 11AC airplanes having serial numbers prior to No. 11AC-1697. Due to difficulties in the manufacture of the exhaust stacks for these airplanes, it is necessary to inspect the stack "Y" junction for evidence of failure or deterioration. This inspection should be accomplished as follows: A. Initial inspection (not later than September 30, 1947). The exhaust stacks on these airplanes should be removed from the airplane and checked visually in the vicinity of the "Y" junction for evidence of burning or flaking, tapped with a hammer for evidence of soft spots, and inspected to determine whether the stack is obstructed in any way. B. Periodic inspection (each 50 hours). The exhaust stacks should be reinspected visually in the vicinity of the "Y" junction by removing the cabin and carburetor heater muffs each 50 hours of engine operation. (This information is also contained in Aeronca Service Helps and Hints No. 25 dated May 13, 1947.)
97-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to Pratt & Whitney Canada PW100 series turboprop engines. This action requires a visual inspection of the two gas generator case drain ports to ensure that they are connected to drain lines or capped in accordance with the applicable aircraft installation configuration. This amendment is prompted by a report of a nacelle fire. The actions specified in this AD are intended to prevent a nacelle fire caused by fluid leaking from the gas generator case drain ports.
97-17-03: This amendment supersedes Airworthiness Directive (AD) 97-13-11, which currently requires inspecting the 1/4-inch and 5/16-inch bolt hole areas on the lower spar caps for fatigue cracking on Ayres S2R series airplanes, and replacing any lower spar cap if fatigue cracking is found. That AD resulted from an accident on an Ayres S2R series airplane where the wing separated from the airplane in flight. AD 97-13-11 incorrectly references the Ayres Model S2R-R1340 airplanes as Model S2R-1340R. This AD requires the same actions as AD 97-13-11, but corrects the designation of the Model S2R-R1340 airplanes. The actions specified by this AD are intended to detect fatigue cracking of the lower spar caps, which, if not corrected, could result in the wing separating from the airplane with consequent loss of control of the airplane. The incorporation by reference of certain publications listed in the regulations was previously approved by the Director of the Federal Register as ofJuly 10, 1997 (62 FR 36978). Comments for inclusion in the Rules Docket must be received on or before October 17, 1997.
96-05-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes, that currently requires inspection and replacement of certain suspect horizontal stabilizer primary trim motors. That AD was prompted by an analysis which revealed that certain incorrectly manufactured motor shafts could fail prematurely and, in turn, cause the primary trim motor to fail. The actions specified in that AD are intended to prevent such failures of the primary trim motor, which could ultimately result in reduced controllability of the airplane. This amendment expands the applicability of the existing AD to include additional affected airplanes.
2021-11-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC225LP helicopters. This AD was prompted by reports of an oil leak from the main gearbox (MGB) during engine start up. This AD requires modifying and performing subsequent repetitive function testing of the MGB emergency lubrication (EMLUB) system as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2021-11-14: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AW169 helicopters. This AD was prompted by reports of failed nose landing gear (NLG) retraction actuators during the acceptance test procedures on the ground on the final assembly line. This AD requires depending on the helicopter configuration, various modifications, installation checks, inspections of the NLG and main landing gear (MLG) retraction actuators and of the plungers of the NLG and MLG up down lock actuators, and corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2004-05-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319 and A320 series airplanes, that requires an inspection of the clearance space between the fuel quantity indication (FQI) probes located in the center fuel tank and the adjacent structure, an inspection of the position of the support bracket for each probe, an inspection of the part number for each support bracket, and corrective action if necessary. The actions specified by this AD are intended to prevent the loss of FQI of the center fuel tank, and electrical arcing between the FQI probes and the adjacent structure in the event that the airplane is struck by lightning. Such arcing could create a potential ignition source within the center fuel tank and an increased risk of a fuel tank explosion and fire. This action is intended to address the identified unsafe condition.
2021-11-11: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 Freighter series airplanes. This AD was prompted by a report indicating occurrences of broken brackets of the support structure of the halon fire extinguishing bottle 4005WX; investigation showed that fatigue cracks initiated in the attachment brackets at the cross beams due to dynamic loading, and in some cases propagated in the struts. This AD requires replacing the support brackets of the 4005WX fire extinguisher bottle with reinforced support brackets, and replacing the strut assembly at the affected location, 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.
46-46-02: 46-46-02\tNORTH AMERICAN: Was Mandatory Note 6 of AD-2-575-3.) Applies to Army BC-1A, AT-6, -6A, -6B, -6C; Navy SNJ-2, -3, -4 Aircraft.\n \n\tTo be accomplished prior to January 1, 1947. \n\n\tInspect all airplanes having Vest Two-Place Chum Seats installed prior to October 9, 1946, to determine that an elevator rear stop is installed on the horizontal stabilizer rear spar directly in front of the elevator horn and that the modification incorporates revised self-aligning rudder balance brackets, rudder balance cable, rudder pedal adjustment bar and reinforcement plates on forward side of firewall at the balance pulley bracket attachment points in accordance with Vest Installation Instructions dated October 9, 1946.
2004-05-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, DC-10-10F, DC- 10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, and MD-10-30F airplanes; and Model MD-11 and MD-11F airplanes. This amendment requires replacement of the left and right number one passenger door bolted lower seal-to-retainer and girt bar view window assemblies with new, double-flush riveted assemblies. This action is necessary to prevent the number one passenger door slide from inflating before it has cleared the slide cover, which could result in the slide being unusable during an emergency evacuation and consequent injury to passengers or airplane crewmembers. This action is intended to address the identified unsafe condition.
2010-26-54: We are adopting a new airworthiness directive (AD) for the products listed above. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires obtaining written approval from the Manager, Wichita Aircraft Certification Office (ACO), to operate the airplane. This written approval must clearly state that operation is approved per Emergency AD 2010-26-54. This AD was prompted by a Cessna Model LC41-550FG airplane that suffered a significant structural failure in the wing during a production acceptance flight test. We are issuing this AD to prevent catastrophic failure of the wing due to disbonding of the wing skin from the wing spar.
2021-10-21: The FAA is superseding Airworthiness Directive (AD) 2019-07-07 for various Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK117 and Model BO-105 helicopters. AD 2019-07-07 required removing certain part numbered swashplate bellows (bellows) from service, cleaning and inspecting certain parts, and depending on the inspection results removing certain parts from service, applying torque, and repetitively inspecting the swashplate assembly (swashplate). This AD retains certain requirements of AD 2019-07-07, expands the installation prohibition, adds additional inspections, and updates the applicable service information. The FAA is issuing this AD to address an unsafe condition on these products.
2004-05-02: The FAA adopts a new airworthiness directive (AD) for all AeroSpace Technologies of Australia Pty Ltd. (ASTA) Models N22B, N22S, and N24A airplanes. This AD requires you to repetitively inspect wing fittings for fatigue defects, replace or correct defective wing fittings, and replace the stub wing front spar assembly and wing fitting when fatigue life limits are reached. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. We are issuing this AD to detect and correct defects in the wing strut upper end fittings, wing strut lower end fittings, stub wing strut pick up fittings, and the stub wing front spar assembly. These defects could result in failure of the fittings or spar assembly and lead to reduced structural capability or reduced controllability of the airplane.
67-14-05: 67-14-05 BRITISH AIRCRAFT: Amdt. 39-398 Part 39 Federal Register April 14, 1967. Applies to Model BAC 1-11 200 Series Airplanes. Compliance required as indicated. To prevent fatigue failure of the nose landing gear steering jack cylinder gland nut, accomplish the following: (a) Replace aluminum alloy gland nuts P/N AB44-229 having less than 4,900 hours' time in service on the effective date of this AD with unused aluminum alloy gland nuts of the same part number or with steel gland nuts P/N AB44-1793, before the accumulation of 5,000 hours' time in service. (b) Replace aluminum alloy gland nuts P/N AB44-229 having 4,900 or more hours' time in service on the effective date of this AD with unused aluminum alloy gland nuts having the same part number or with steel gland nuts P/N AB44-1793, within the next 100 hours' time in service. (c) Aluminum alloy gland nuts P/N AB44-229 installed as replacement parts in complying with either (a) or (b) must be replaced before the accumulation of 5,000 hours' time in service. (British Aircraft Corporation (BAC) One-Eleven Alert Service Bulletin 32-A-PM 2496 pertains to this subject.) This directive effective May 14, 1967.
2004-05-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-31 and DC-9-32 airplanes, that requires replacement of certain power relays, and subsequent repetitive cleaning, inspecting, repairing, and testing of certain replaced power relays. This action is necessary to prevent internal arcing of the left and right generator power relays, auxiliary power relays, and external power relays, and consequent smoke and/or fire in the cockpit and cabin. This action is intended to address the identified unsafe condition.