Results
2023-05-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, A330-200 Freighter, A330-300, A330-800, A330-900, A340-200, A340-300, A340-500, and A340-600 series airplanes. This AD was prompted by a report that an A319 airplane lost the right- hand front windshield in flight. Due to the design similarity, this condition can also exist or develop on Model A330 and A340 airplanes. This AD requires repetitive detailed inspections (DET) and electrical test measurements (ETM) of the affected parts and applicable corrective action, and prohibits the installation of affected parts under certain conditions, 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.
48-48-02: 48-48-02 DOUGLAS: Applies to All DC-6 Aircraft Not Equipped With Steel Vacuum Pump Discharge Lines Aft of the Firewall and Chicago Metal Hose Assemblies From the Oil Separator to the Pesco Pump. \n\n\tTo be accomplished as soon as practicable, but not later than May 1, 1949. \n\n\tIn cases of malfunctioning of vacuum pumps or other vacuum pump system components, fire can occur within the lines and burn through the hose connection into the engine compartment. To prevent such occurrences, replace the present Aeroquip Hose P/N 260-10WD-15 1/2, existing between oil separator and Pesco vacuum pump, with a new Chicago Metal Hose Assembly No. 9273-1. \n\n\t(Douglas Service Bulletin No. 383 covers this same subject.) Also, to prevent fire from entering the zone behind the firewall, replace the dural vacuum pump discharge line, aft of the firewall, with a steel line. \n\n\t(Douglas Service Bulletin DC-6 No. 401 covers this same subject.)
70-15-07: 70-15-07 HAWKER SIDDELEY: Amdt. 39-1034. Applies to de Havilland Model DH.104 "Dove" airplanes. Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: (a) Inspect the right wing and left wing flap datum hinge links for drilled holes around the circumference of the bearing housing recess. If one or more drilled holes or attempted drilled holes (for cotter pin installation) are found located outside the limits given in Hawker Siddeley Aviation, Ltd., Technical News Sheet CT (104) No. 216, Issue 1, dated June 8, 1970, or later ARB-approved issue or an FAA-approved equivalent, before further flight, replace the flap datum hinge link with a serviceable link of either pre-modification 982 or post-modification 982 standards. The complete flap datum hinge assembly must conform to the modification standard of the flap datum hinge link installed. (b) Install special washers P/N 4WF 465 or an FAA-approved equivalent between the nut on the flap datum hinge bolt and the hinge lever assembly at both the right wing and left wing datum hinge locations. A special washer equivalent to P/N 4WF 465 may be manufactured from 0.028 inch, minimum thickness mild steel sheet material. The special washer must have an outside diameter of at least 0.87 inches, a hole diameter of 0.323 inches, and a flat cut across a sector of the outer circumference producing a straight edge located no closed than 0.35 inches from the center of the hole. (c) Inspect the flange of the ball race housing on both the right wing and left wing flap datum hinge assemblies to determine that it is secured to the wing flap datum hinge link with a 1/16 inch diameter cotter pin for pre-modification 982 flap datum hinge assemblies or a 1/8 inch diameter cotter pin for post-modification 982 datum hinge assemblies. This amendment is effective upon publication in the Federal Register as to all persons except thosepersons to whom it was made immediately effective by the telegram dated June 20, 1970, which contained the amendment.
91-18-04: 91-18-04 BOEING: Amendment 39-8007. Docket No. 91-NM-73-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53- 2302, dated December 13, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent sudden decompression of the airplane, accomplish the following: \n\n\tA.\tAccomplish a detailed visual inspection of the fuselage frames at body station (BS) 2200 and BS 2220, in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990, for evidence of cracking at the latest of the following times, as applicable. Repeat the inspections thereafter at intervals not to exceed 2,000 flight cycles. \n\n\t\t1.\tPrior to the accumulation of 10,000 total airplane flight cycles; or \n\n\t\t2.\tPrior to the accumulation of 10,000 flight cycles since frame replacement in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990; or \n\n\t\t3.\tWithin 1,000 flight cycles after the effective date of this AD. \n\n\tB.\tIf cracking is found as a result of the inspections required by paragraph A. of this AD, prior to further flight, perform a close visual inspection of the adjacent frames, stringers, skin, skin lap joints, and skin adjacent to the outflow valve, in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990, and continue to reinspect in accordance with paragraph A. of this AD. \n\n\tC.\tIf cracks are found as a result of the inspections required by paragraph A. or B. of this AD, prior to further flight, repair in accordance with Boeing Service Bulletin 747-53- 2302, dated December 13, 1990, and continue to reinspect in accordance with paragraph A. of this AD. \n\n\tD.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tF.\tThe inspections shall be done in accordance with Boeing Service Bulletin 747- 53-2302, dated December 13, 1990. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8007, AD 91-18-04) becomes effective on September 20, 1991.
66-02-01: 66-02-01 BEECHCRAFT: Amendment 39-179 Part 39 Federal Register January 8, 1966. Applies to all Airplanes Equipped with Model BAK-109 Air Conditioners. \n\n\tCompliance required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent further failures of the compressor motor fan, replace the fan in accordance with Beech Service Bulletin No. 65-4 dated March 1965. \n\n\tNOTE: The Beechcraft Model BAK-109 Air Conditioner is known to be installed in, but not limited to, Beech Models 18, 50, 65 Series; Douglas Model DC3; Lockheed Model 18; Viscount Models 744, 745D and 810 Series airplanes. \n\n\tThis directive effective February 10, 1966.
2016-08-18: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Model PA-31-350 airplanes. This AD was prompted by a report of an engine fire caused by a leak in the fuel pump inlet hose. This AD requires inspecting the fuel hose assembly and the turbocharger support assembly for proper clearance between them, inspecting each assembly for any sign of damage, and making any necessary repairs or replacements. We are issuing this AD to correct the unsafe condition on these products.
2009-02-02: We are adopting a new airworthiness directive (AD) for the products listed above. 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: A detailed inspection in a M26 airplane revealed a significant chafing of the aileron control cable against the wing rib in the fuselage-to-wing area of transition and an abnormal wearing of pulleys' gorges as well. Such damage can only be evidenced on control cables which travel in pulleys either limited in rotation or seized. If left uncorrected, this condition, which could also occur on the elevator or rudder control system, could lead to loss of one or more primary flight controls and consequent reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-07-01: 73-07-01 GENERAL DYNAMICS: Amdt. 39-1608. Applies to Model 340, 440 and C- 131E and all such model airplanes converted to turbopropeller power in accordance with STC SA1096WE and SA4-1100 known as Model 640 and Model 580, respectively, certificated in all categories. Compliance as indicated required on all airplanes with 30,000 hours or more total time in service unless already accomplished. To detect cracks in the wing front spar lower caps, accomplish the following: (1) As soon as practicable, but not to exceed 10 hours' time in service following the effective date of this AD, if the airplane is to be flown, visually inspect, on a daily basis, from the exterior of the wing, both left and right wing front spar lower caps in areas adjacent to each side of main landing gear drag strut attachment fittings for cracks until inspection in (2) below is accomplished. (2) Within the next 100 hours' time in service after the effective date of this A.D., unless already accomplished within the last 500 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection, accomplish the following: (a) Gain access to the wing interior in the area described in (1) above by removal of lower wing skin access cover. (b) Perform inspection described in (1) above from the interior of the wing. (3) If cracks are found as the result of the inspections described in (1) or (2) above, repair before further flight in a manner approved by the Chief, Aircraft Engineering Division FAA Western Region. This amendment becomes effective March 26, 1973.
2016-11-04: We are superseding Airworthiness Directive (AD) 2011-23-05 for all The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2011-23-05 required repetitive inspections for cracking of the 1.04- inch nominal diameter wire penetration hole, and applicable related investigative and corrective actions. This new AD adds new inspection areas, a modification that terminates certain inspections, post- modification inspections, and repair if necessary. This AD was prompted by an evaluation by the design approval holder (DAH) that indicates the fuselage frames and frame reinforcements are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the fuselage frames and frame reinforcements that could \n\n((Page 34872)) \n\nresult in reduced structural integrity of the airplane.
71-22-03: 71-22-03 FAIRCHILD-HILLER: Amendment 39-1325 as amended by Amendment 39-2206. Applies to FH1100 Helicopters certificated in all categories, S/N's 9 through 254. Compliance required as follows: To preclude the possibility of failure of the FH1100 tail rotor bearing block, P/N 24-24010-3, inspect the fuselage frame Station 163.5 within the next 100 hours' time in service, unless already accomplished, and every 100 hours after the last inspection in accordance with Fairchild Hiller Service Bulletin FH1100-61-3, Section 4, Inspection Procedure. If cracks are found in the frame, prior to further flight, alter the frame according to procedures in the service bulletin, section 2, Accomplishment Instructions, or later FAA-approved revision or alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA - Eastern Region. If no cracks are found during the 100-hour inspections, accomplish the alteration at the time of the next 1200-hour aircraft overhaul inaccordance with section 2, Accomplishment Instructions, of the referenced service bulletin or later FAA-approved revision or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA - Eastern Region. Incorporation of the alteration exempts the aircraft from further compliance with this airworthiness directive. Amendment 39-1325 was effective November 2, 1971. This amendment 39-2206 is effective May 20, 1975.