Results
2018-11-10: We are superseding Airworthiness Directive (AD) 2017-01-07, which applied to all Dassault Aviation Model FAN JET FALCON airplanes; Model FAN JET FALCON SERIES C, D, E, F, and G airplanes; Model MYSTERE- FALCON 200 airplanes; Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20- F5 airplanes; and Model MYSTERE-FALCON 50 airplanes. AD 2017-01-07 required a functional test or check of the main entry door closure and warning system, and applicable door closing inspections, adjustments, operational tests, and corrective actions if necessary. This AD requires repetitive door closing inspections, adjustments, operational tests, and corrective actions if necessary. This AD was prompted by a report indicating that during approach for landing, the main entry door detached from an airplane. We are issuing this AD to address the unsafe condition on these products.
2018-11-03: We are adopting a new airworthiness directive (AD) Airbus Helicopters Model SA-365C, SA-365C1, and SA-365C2 helicopters. This AD requires establishing a life limit of 2,000 hours time-in-service (TIS) for the Starflex star/mast connecting bolt (bolt) and removing from service each bolt that exceeds its life limit. This AD is prompted by the discovery that the bolt's life limit was not included in helicopter maintenance records. The actions of this AD are intended to prevent an unsafe condition on these products.
2006-11-14: This amendment adopts a new airworthiness directive (AD) for the specified Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. This action requires inspecting each main transmission assembly mounting bolt (bolt) for wear or corrosion, and if wear or corrosion is found, replacing the bolt, bolt barrel nut, and cage. This amendment is prompted by a report of a failure of a bolt that was discovered during a routine maintenance inspection. The actions specified in this AD are intended to prevent failure of a bolt, which could result in loss of support of the main transmission and subsequent loss of control of the helicopter.
2006-11-15: The FAA is adopting a new airworthiness directive (AD) for all EMBRAER Model ERJ 170 and Model ERJ 190 airplanes. This AD requires revising the Limitations section of the airplane flight manual to prohibit the flightcrew from moving the throttle into the forward thrust range immediately after applying the thrust reverser. This AD results from a report that, during landing, the thrust reverser may not re-stow completely if the throttle lever is moved into the forward thrust range immediately after the thrust reverser is applied. We are issuing this AD to prevent the flightcrew from performing a takeoff with a partially deployed thrust reverser, which could result in reduced controllability of the airplane.
47-06-06: 47-06-06 GLOBE: (Was Mandatory Note 9 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 3 to 408 Inclusive; 1001 to 1460 Inclusive; and 2001 to 2329 Inclusive. Compliance required prior to April 1, 1947. Cut off the egress end of the engine breather line to terminate the line 1-inch above the grill opening. This will prevent clogging of the line due to formation of ice during cold weather operation or the entry of foreign matter caused by the propeller blast. (Globe Customer Service Maintenance Bulletin No. 11 covers this same subject.)
2020-21-23: The FAA is adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Models PC-12, PC-12/45, PC-12/47, and PC-12/47E airplanes. This AD was prompted by 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 improperly manufactured horizontal stabilizer rear attachment bolts. If not corrected, this could lead to fatigue failure of the bolts and loss of airplane control. The FAA is issuing this AD to address the unsafe condition on these products.
68-19-01: 68-19-01 SIAI-MARCHETTI: Amendment 39-653. Applies to Model S.205-22/R airplanes, Serial Nos. 213, 370, 371, 372, 373, 374, 378, 379, 380, 381, 382, 384, 385, 387, 388, 389, 390, 392, 393, 394, 395, 396, 398, 4-124, 4-125. Compliance required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. Modify the limitation markings on the suction gage instrument, Siai P/N NS5F017, located on the right side of the instrument panel, by marking a green arc in the range from 4 inches Hg. to 5 inches Hg. and a red radial line at 5 inches Hg. and adjust the instrument's suction relief valve so that the suction gage reading is 4.5 + 0.1 inches Hg. at 2200 r.p.m., in accordance with Siai-Marchetti Service Bulletin No. 205B21 dated May 6, 1968, or later RAI-approved issue, or an FAA-approved equivalent. Check to insure that the suction gage reading does not exceed 5 inches Hg. at maximum engine r.p.m. This amendment becomes effectiveOctober 11, 1968.
2006-11-11: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 757 series airplanes. That AD currently requires revising the Airworthiness Limitations section of the maintenance manual (757 Airworthiness Limitations Instructions (ALI)) to incorporate certain inspections and compliance times to detect fatigue cracking of principal structural elements (PSEs). This new AD requires incorporating a new revision to the Airworthiness Limitations section of the Instructions of Continued Airworthiness to mandate certain repetitive inspections for fatigue cracking of PSEs, and adds airplanes to the applicability in the existing AD. This AD results from a new revision to the ALI. We are issuing this AD to ensure that fatigue cracking of various PSEs is detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes.
97-02-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300, A300-600, A310, and A320 series airplanes, that currently requires an inspection of the landing gear brakes for wear, and replacement if the specified wear limits are not met. That AD also requires incorporation of the specified wear limits into the FAA-approved maintenance inspection program. This amendment requires that certain wear limits that are dependent on brake stack weight be used in conjunction with specified brake stack weights, and that maximum allowable brake wear limits for additional brake units be incorporated into the FAA-approved maintenance program. This amendment is prompted by a report that some brakes that are subject to the requirements of the existing AD have not been removed from service and by the determination of the maximum allowable brake wear limits for additional brake unit part numbers. The actions specified by this AD are intended to prevent the loss of brake effectiveness during a high energy rejected takeoff.
2018-11-07: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. This AD requires a one-time inspection of the aileron bellcrank support brackets and a thickness measurement of the affected lug attaching the support bracket; repetitive inspections of the affected aileron bellcrank support brackets; and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. This AD was prompted by the identification of a manufacturing defect on certain aileron bellcrank support brackets that resulted in the material thickness of the affected lug attaching the support bracket to the rear spar of the wing to be insufficient. We are issuing this AD to address the unsafe condition on these products.
2018-11-05: We are superseding Airworthiness Directive (AD) 2018-06-10 for certain Honda Aircraft Company LLC Model HA-420 airplanes. AD 2018-06- 10 required incorporating a temporary revision into the airplane flight manual and replacing faulty power brake valves upon condition. This AD retains the actions required in AD 2018-06-10 and adds airplanes to the Applicability section. This AD was prompted by an inadvertent mistake in the serial number applicability (both in the service bulletin and in the AD). We are issuing this AD to address the unsafe condition on these products by correcting the inadvertent serial number error.
90-12-01: 90-12-01 EMBRAER: Amendment 39-6740. Final Rule of priority letter. Docket No. 90-CE-31-AD. Applicability: Models EMB-110P1 and EMB-110P2 (all serial numbers) airplanes equipped with the 10 degree dihedral stabilizer (as original equipment or as an added modification per EMBRAER Service Bulletin 110-55-022), certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent failure of the inboard elevator mass balance arms and possible extreme vibration or flutter, resulting in possible loss of the airplane, accomplish the following: (a) Within the next 10 hours time-in-service (TIS) after the effective date of this AD, dye-penetrant inspect for cracks the areas of the elevator balance weight arms indicated in EMBRAER Alert Service Bulletin 110-027-A088, dated May 10, 1990, and visually inspect for cracks the remaining areas of the arms using a 10x glass for both elevator balance weight arms (Part Number (P/N) 110-3012-01-01 (left) or 110-3012-01-07 (left), and 110-3012-01-06 (right) or 110-3012-01-12 (right)). (1) If any cracks are found, prior to further flight replace the cracked elevator balance weight arm with a modified arm (P/N 110-3012-01-13 (left) or 110-3012-01-14 (right)) or with an original arm (P/N 110-3012-01-01, 110-3012-01-06, 110-3012-01-07, or 110- 3012-01-12, as applicable) that has been shown to be free from cracks using a visual inspection with a 10x glass. (2) If no cracks are found, thereafter at intervals not to exceed 25 hours TIS, visually reinspect, using a 10x glass, the entire elevator balance weight arms for cracks. (3) The above repetitive inspections may be discontinued when the airplane is modified by the installation of modified balance weight arms (P/N 110-3012-01-13 (left) and 110-3012-01-14 (right)). (b) If not accomplished per paragraph (a) of this AD, within the next 1000 hours TIS after the effective date of this AD, replace both elevator balance weight arms, (P/N 110-3012-01-01 (left) or 110-3012-01-07 (left), and 110-3012-01-06 (right) or 110-3012- 01-12 (right)), with modified arms (P/N 110-3012-01-13 (left) and 110-3012-01-14 (right), as applicable). (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An alternate method of compliance or adjustment of the initial or repetitive compliance times which provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. This amendment (39-6740, AD 90-12-01) becomes effective on October 15, 1990, as to all persons except those persons to whom it was made immediately effective by priority letter AD 90-12-01, issued June 1, 1990, which contained this amendment.
47-10-10: 47-10-10 LOCKHEED: (Was Mandatory Note 12 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required immediately. Remove all soundproofing pads adjacent to and surrounding the voltage regulators. (LAC Service Bulletin 49/SB-171 covers this same subject.)
2006-11-12: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 767 airplanes. This AD requires repetitive measurements of the rudder and elevator freeplay, repetitive lubrication of rudder and elevator components, and related investigative/corrective actions if necessary. This AD results from reports of freeplay-induced vibration of the rudder and the elevator. The potential for vibration of the control surface should be avoided because the point of transition from vibration to divergent flutter is unknown. We are issuing this AD to prevent excessive vibration of the airframe during flight, which could result in loss of control of the airplane.
2020-22-03: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -200 Freighter, and -300 series airplanes. This AD was prompted by a report that during a certification exercise, it was identified that there was a risk of an engine bleed system over- temperature, without the engine bleed valve closing; the associated engine bleed valve should automatically close. This AD requires revising the existing airplane flight manual (AFM) to incorporate procedures to be applied if an engine bleed over-temperature occurs when the associated engine bleed valve is jammed open, and provides for the optional embodiment of updated flight warning computer (FWC) software, which would terminate the AFM revision, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2000-03-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2000-NM-58-AD that was sent previously to all known U.S. owners and operators of McDonnell Douglas Model DC-9, Model MD-90-30, Model 717-200, and Model MD-88 airplanes by individual telegrams. This AD requires inspecting the general condition of the jackscrew assembly and the area around the jackscrew assembly to detect the presence of metal shavings and flakes. This action is prompted by a report from an operator that indicated two instances of metallic shavings in the vicinity of the jackscrew assembly and gimbal nut of the horizontal stabilizer. The actions specified by this AD are intended to prevent loss of pitch trim capability due to excessive wear of the jackscrew assembly of the horizontal stabilizer, which could result in loss of vertical control of the airplane.
70-24-03: 70-24-03 NORTH AMERICAN ROCKWELL: Amdt. 39-1113. Applies to all NA-265 Series Airplanes. Compliance required within the next 100 hours' time in service, or 120 days, whichever occurs earlier, after the effective date of this AD, unless already accomplished. To prevent unwanted actuation of the Engine Emergency Fire Control "T" handle to the emergency position, modify the fire emergency engine control fire pull assembly by replacing the two E858-15 interlock actuator pins with E858-21 pins in accordance with the instructions contained in Los Angeles Division of North American Rockwell Corporation Sabreliner Field Service Bulletin Number 70-13, dated November 11, 1970, or later FAA approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective on November 28, 1970.
49-43-02: 49-43-02 LUSCOMBE: Applies to All Model 8 Series Aircraft. Compliance required before December 15, 1949, or at the next 100-hour inspection whichever occurs first. As a result of several cases of excessive tightening of the attachment bolts for the stabilizer-fuselage front fittings thereby crushing the spacers and spar flanges, the following inspections and/or replacement are necessary: Inspect for crushing of the stabilizer front spar and the aluminum alloy reinforcing spacers. A slight set in the spar flange is not considered critical as long as no cracks exist in the spar. If appreciable crushing of the spar flange or cracks are found, the spar must be repaired and the aluminum alloy reinforcing spacers must be replaced. If spacers are crushed, they must be replaced. Spacers should be replaced with similar spacers fabricated of 4130 steel of at least 0.049- inch thickness and may be attached to the spar using blind rivets the same size as the originalrivets. An acceptable alternate replacement spacer may be made by cutting a 3/8-inch by 0.049- inch steel tube to fit between the spar flanges. The steel spacers should be zinc-chromated prior to the reassembly. Excessive tightening of the attachment bolts should be avoided on reassembly. (A torque value of 50 to 75 inch-pounds should be sufficient.)
50-37-01: 50-37-01 LUSCOMBE: Applies to All Model 8C Airplanes With a Continental A-75 Carburetor Engine Installed But Not Equipped With Either Wing Fuel Tanks, or an Engine- Driven Fuel Pump and the Chevrolet AC-R1 Hand Pump. To be accomplished prior to the next annual inspection, but in no case later than October 1, 1951. It has come to our attention that some Luscombe 8C airplanes equipped with carburetor engines and fuselage fuel tanks are in service without appropriate modifications to the fuel system. Because of the marginal rate of fuel flow which can exist with the gravity feed fuselage fuel tank, engine failure may occur during takeoff and climb under low fuel conditions. To eliminate this hazard, the airplane should be modified to provide either an engine-driven fuel pump and a hand operated Chevrolet AC-R1 wobble pump, or two 11.5-gallon wing fuel tanks and revised fuel system replacing the 14-gallon fuselage tank system. Another satisfactory installation is to provide one 11.5-gallon wing fuel tank. This tank must not feed through the fuselage tank but must feed the engine directly. A placard must also be placed on the instrument panel or at the fuel valve reading, "For takeoff and landing, use 11.5- gallon wing tank only". (Luscombe Service Letter, dated August 4, 1947, titled "Method of Effecting Engine Change for Increased Horsepower" pertains to this same subject.)
2006-11-13: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires replacing the battery packs of the emergency power assist system (EPAS) of the left and right non-overwing exit doors with new or modified battery packs. This AD results from intermittent failures of the EPAS battery pack found during testing, which are due to switch contamination, cam alignment problems, and inadequate self-test capability. We are issuing this AD to prevent failure of the EPAS, which could result in the inability to open the exit door during an emergency evacuation.
2000-04-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-200C series airplanes. This action requires repetitive inspections to detect cracking in the lower skin at the stringer 4R lap joint, and certain fuselage frames; and corrective actions, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. This amendment is prompted by a report of a fractured frame located at body station (BS) 480. The actions specified in this AD are intended to detect and correct cracking in certain frames, which, in conjunction with multiple site cracking in the lower skin of the lap joint, could result in failure of certain lap joints, and consequent rapid decompression of the airplane fuselage.
2006-11-08: The FAA is superseding an existing airworthiness directive (AD), which applies to certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ airplanes. That AD currently requires a one- time inspection to detect corrosion of the flap structure and machined ribs, corrective actions if necessary, and reprotection of the rib boss bores. This new AD requires a records review of the results of that inspection, and an additional inspection and related investigative/ corrective action if necessary. This AD results from the development of an improved inspection for corrosion in the subject area. We are issuing this AD to detect and correct corrosion in the flap structure and machined ribs, which could result in reduced structural integrity of the airplane.
46-41-03: 46-41-03 BELLANCA: (Was Mandatory Note 3 of AD-773-5.) Applies to Models 14-13, 14-13-2 Serial Numbers 1060 to 1065, Inclusive. Compliance required prior to November 15, 1946. Replace universal joints connecting the control wheel axle with the control system yoke with the "Apex UJ-402" universal joints furnished by the airplane manufacturer. (Bellanca Service Bulletin No. 3 covers this same subject.)
50-20-01: 50-20-01 CONTINENTAL: Applies to All Model C145 Engines, Serially Numbered 3000 to 5031 Inclusive, Except: Nos. 3612, 4650, 4652, 4654, 4671, 4676, 4679, 4683, 4690, 4710, 4855, 4889, 4904, 4996, 4997, 5002 Through 5021, 5023 Through 5029. Compliance required by June 1, 1950, and each 25-hour period of operation thereafter. To minimize possible engine operation difficulty due to crankcase and/or cylinder barrel failures, the following inspection procedure should be accomplished as indicated. (1) Visually inspect crankcase for cracks giving special attention to those areas around each cylinder base. This portion of the inspection need not be accomplished or new type crankcases (P/N 530836 and 530837) which are incorporated on all serially numbered engines above No. 4383, and on all engines overhauled by the manufacturer after September 1, 1949. This new type crankcase can be identified by throughbolts (extending through both halves of crankcase) located ahead of the frontcylinder and adjacent to nose oil seal. The old style crankcase (P/N 6642 and 6643) requiring inspection has studs at this location extending through one crankcase half only. (2) Visually inspect cylinder barrels for cracks at the base flange fillet. New flanged-typed cylinder base nuts, P/N 531001 and 531003 have been made available for service operation. This portion of the inspection may be discontinued upon accomplishing one additional 25-hour inspection including a torque check after installation of these new flanged nuts. During installation of new cylinder base nuts, special attention should be given to the removal of paint and burrs from the cylinder flange nut seat and to compliance with the engine manufacturer's torque limits of 500 plus or minus 10 inch-pounds for the 7/16 studs and through bolts, and 420 plus or minus 10 inch-pounds for 3/8 studs. Improperly torqued nuts are a major contributing factor to cylinder barrel, cylinder base studs, and crankcase failures. The engines exempted from this inspection, as indicated above, have had the new flanged nuts installed at the manufacturer's plant. Since small cracks are more easily detectable by oil leaks, it is recommended that each inspection include a run-up with a clean engine. (Continental Motors Corp. Service Bulletin No. M50-2 covers this same subject.) This supersedes AD 50-18-04.
2000-04-12: This amendment adopts a new airworthiness directive (AD) that applies to all aircraft (specifically balloons) that incorporate certain Cameron Balloons Ltd. (Thunder and Colt) titanium propane cylinders, part number (P/N) CB2380 and P/N CB2383. This AD requires that you remove from service any of the affected titanium propane cylinders and replace each affected cylinder with an FAA-approved airworthy propane cylinder. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent titanium propane cylinders from cracking and releasing propane gas vapor while the balloon is in service. This could result in a propane explosion and fire.