Results
96-23-18: This amendment adopts a new airworthiness directive (AD) that applies to Aerospace Technologies of Australia Pty Ltd. (ASTA) Models N22B, N24A, and N22S airplanes that are not equipped with a part number (P/N) 1E/N-12-57 fuselage stub fin plate (MOD N759). This action requires replacing the existing fuselage stub fin plate with one of improved design, P/N 1E/N-12-57. This action results from several reports of cracks along the forward flange of the fuselage stub fin plate in the area of Rib Water Line (WL) 138.87. The actions specified by this AD are intended to prevent structural failure of the fuselage area caused by a cracked stub fin plate, which could result in loss of control of the airplane.
2025-09-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
96-23-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100 and -200 series airplanes, that requires replacement of the 250 volt-ampere (VA) rated static inverters with 410 VA or 500 VA rated static inverters, and an operational test of the standby electrical power system. This amendment is prompted by a report that accomplishment of a certain modification could result in overload of the static inverter on these airplanes. The actions specified by this AD are intended to prevent overload of the static inverter, which could result in the loss of the 115 volt alternating current (VAC) standby bus and the associated flight instruments when the airplane is operating on standby electrical power.
99-25-06: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires a one-time inspection of the bottom aft roller of the main baggage-bay door structure for cracking or damage to the sub-frame; repetitive operational tests to determine if the counter-balance motor functions properly; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent sub-frame damage, which, if left undetected, could cause rapid decompression of the airplane and consequent injury to passengers and crew.
2011-09-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires, for certain airplanes, replacing certain boost pump relays with ground fault interrupter (GFI) relays. For certain other airplanes, this AD requires installing new panels in the main equipment center, making certain wiring changes, installing new GFI relays in the new panels, and installing \n\n((Page 24346)) \n\nnew electrical load management system (ELMS) software. For certain other airplanes, this AD requires doing certain bond resistance measurements, and corrective actions if necessary. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent potential ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2011-09-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires an inspection to determine the part number of the mid-pivot access door and to determine if the correct door is installed, and the installation of a marker on the mid- pivot access door, and if necessary, repetitive ultrasonic inspections for cracking of the mid-pivot bolt assembly and eventual replacement of the mid-pivot bolt assembly. This AD was prompted by a report that the left and right access doors of the spring beam mid-pivot bolt assembly for the No. 1 strut were inadvertently installed in the incorrect position during strut modification. We are issuing this AD to detect and correct incorrectly installed mid-pivot bolt assemblies on the spring beam on the outboard struts. Incorrectly installed bolt assemblies could lead to fatigue cracking and consequent fracturing of the mid-pivot bolt assembly, which could lead to loss of the spring beam load path and the possible separation of a strut and engine from the airplane during flight.
2005-18-07: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas transport category airplanes. That AD currently requires repetitive inspections for cracking of the lower cargo doorjamb corners, and corrective action if necessary. That AD provides for optional terminating action for certain repetitive inspections for certain airplanes. For certain other airplanes, that AD requires modification of the lower cargo doorjamb corners. This new AD adds airplanes to the applicability. The existing AD was prompted by reports of fatigue cracks in the fuselage skin in the lower cargo doorjamb corners; this AD is prompted by the inadvertent omission of certain airplanes from the existing applicability. We are issuing this AD to ensure that the unsafe condition will be addressed on all affected airplanes so that cracking in the lower cargo doorjamb corners is detected and corrected before it can result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane. \n\nDATES: Effective October 7, 2005. \n\n\tOn April 29, 2004 (69 FR 15234, March 25, 2004), the Director of the Federal Register approved the incorporation by reference of McDonnell Douglas Service Bulletin DC8-53-078, Revision 01, dated January 25, 2001.
97-16-05: This amendment supersedes an existing airworthiness directive (AD), applicable to all Gulfstream Model G-159 (G-I) airplanes, that currently requires repetitive inspections to detect corrosion in the wing planks under the bottom wing center fairings, and repair, if necessary. This amendment requires the installation of a protective paint system which, when accomplished, will allow the inspections to be conducted at longer intervals. This amendment is prompted by the development of a modification that will improve the corrosion resistance of the subject area. The actions specified by this AD are intended to detect and prevent corrosion in the lower skins of the wing center section. If corrosion in this area remains unchecked, it could reduce the integrity of the wing-to-fuselage fitting, and consequently could lead to separation of the wing from the airplane.
96-22-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737 and 747 series airplanes, that requires replacement of Waterman hydraulic fuse assemblies with modified assemblies. This amendment is prompted by reports of failure of hydraulic system A and the standby system, due to corrosion on the magnesium piston of the hydraulic fuse and consequent failure of the fuse to close sufficiently to prevent the loss of hydraulic fluid from the system. The actions specified by this AD are intended to prevent such failure of the fuse, which could result in the failure of one or more hydraulic systems and resultant reduced controllability of the airplane.
98-09-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires a one-time high frequency eddy current inspection to detect cracking of the lower fuselage structure, and repair, if necessary. This amendment also requires modification of certain fastener holes in the lower fuselage structure. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent reduced structural integrity of the airplane due to fatigue cracking in the lower fuselage structure.
2011-09-01: 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: * * * * * * * * [S]ome Allowable Damage Limits and Repairs published in SRM Chapters 57-61-12 PB101 and 57-61-12 PB201 were de-validated starting from the SRM revision issued on January 2009. The terminology ``De-validated SRM'' used in this AD text refers to the SRM chapters mentioned above. In order to prevent complete inner aileron split due to possible failure or disbonding of the repairs on the inner aileron panels performed as per ``devalidated SRM'', which may result in flutter coupling of the free aileron part, this AD requires a one time inspection of the inner aileron panels to identify the presence of ``de-validated SRM'' repairs and, if necessary, to apply the associated corrective actions [repair]. The flutter coupling of the free aileron part might result in separation of the aileron from the airplane, degradation of airplane control, and increased workload for the flight crew. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2011-09-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting the fuselage surface for corrosion and cracking behind the external adapter plate of the antennae installation, and repair if necessary. This AD was prompted by a report of a crack found behind the external adapter plate of the antennae during inspection. Similar cracking was found on two additional airplanes, and extensive corrosion was found on one airplane. We are issuing this AD to detect and correct corrosion and cracking behind the external adapter plate of the antennae of certain damage-tolerant structure, which could result in reduced structural integrity and consequent rapid depressurization of the airplane.
59-10-08: 59-10-08 PIPER: Applies to Models PA-18, PA-18A, PA-20 and PA-22, Aircraft. Compliance required not later than July 15, 1959, for Models PA-18, PA-18A, and PA- 22, and not later than November 30, 1959, for the Model PA-20. Recent occurrences have revealed improper compliance with AD 56-26-02 (Canceled March 24, 1958). Therefore, the tank vents drilled into the gas tank cap must be checked as follows: Insert a 0.030-inch diameter wire into the holes at the bottom of the cap. If the holes are properly drilled the wire can be inserted over 3/4 inch until it hits the inside top of the cap. If the holes are not properly drilled the wire will hit the baffle and only enter approximately 1/4 inch. Also, if the cap has one hole drilled and is marked with an "X" adjacent to the hole, and the cap rattles when shaken, a loose internal rivet is indicated. If either of the latter conditions exist, the following must be accomplished: Rework the fuel tank caps by drilling two additional 0.067 holes 1/4 inch from the existing center hole. Drill through bottom part of cap and baffle only. Check these newly drilled holes with the 0.030-inch diameter wire as outlined above. (This airworthiness directive supplements Piper Service Bulletin No. 148A dated May 29, 1957. The drawings included in this bulletin may be referred to as a guide in reworking the fuel tank caps.)
97-23-14: This amendment adopts a new airworthiness directive (AD), applicable to all Fairchild Model FH-227 series airplanes, that requires revising the Airplane Flight Manual (AFM) to prohibit positioning of the power levers below the flight idle stop during flight, and to add a statement of the consequences of such positioning of the power levers. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the propeller ground beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop when the airplane is in flight.
2011-08-04: 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: There have been four reports of loose or detached main landing gear torque link apex pin locking plate and the locking plate retainer bolt. This condition could result in torque link apex pin disengagement, heavy vibration during landing, damage to main landing gear components and subsequent main landing gear collapse. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. [[Page 20499]]
96-18-16: This amendment adopts a new airworthiness directive (AD), applicable to CFM International (CFMI) CFM56-2/-2A/-2B/-3/-3B/-3C/-5 series turbofan engines, that requires part number reidentification of certain low pressure turbine rotor (LPTR) stub shafts and conical supports, and reduction of the low cycle fatigue (LCF) retirement lives for these reidentified parts. This amendment is prompted by the results of a refined life analysis performed by the manufacturer which revealed minimum calculated LCF lives significantly lower than published LCF retirement lives. The actions specified by this AD are intended to prevent an LCF failure of the LPTR stub shaft and conical support, which could result in an uncontained engine failure and damage to the aircraft.
59-07-05: 59-07-05 PIPER: Applies to PA-24-180 Comanche Aircraft. Compliance required not later than June 1, 1959. Inspection has shown the clearance between oil cooler lines and exhaust stack is not adequate on some aircraft. Clearance between the lines and the stack should be a minimum of three-eights of an inch. In the event inadequate clearance exists, the oil cooler lines should be reformed or the fittings in the cooler should be repositioned slightly so that proper clearance can be obtained. If necessary, adapters Piper P/N 451 855 (Weatherhead No. 3200 x 6) can be installed between the oil cooler and the oil cooler line fittings. When providing for the proper clearance make certain there is no interference between the oil cooler lines and the cowl. (Piper Service Bulletin No. 167 dated January 6, 1959, covers this item.)
2011-08-10: We are superseding an existing airworthiness directive (AD) for RR RB211-Trent 700 series turbofan engines. That AD currently requires, for the step aside gearbox (SAGB), repositioning of the oil metering jet up into the oil distributor within the bevel gearshaft, followed by initial and repetitive visual inspections of the magnetic chip detector (MCD). Since we issued that AD, RR has demonstrated that the repositioning of the oil metering jet eliminates the need for the repetitive inspections. This AD changes the applicability from RB211- Trent 700 series turbofan engines, to RB211-Trent 768-60 and Trent 772- 60 turbofan engines. This AD also eliminates the visual inspections of the MCD from the AD requirements. This AD was prompted by RR demonstrating that the repositioning of the oil metering jet eliminates the need for the repetitive inspections, by the need to correct the AD applicability, and by the need to eliminate the visual inspections of the MCD. We are issuing thisAD to prevent in-flight engine shutdowns caused by SAGB driving bevel gearshaft ball bearing failure.
2011-08-01: We are superseding an existing emergency airworthiness directive (EAD) for the Bell Helicopter Textron, Inc. (Bell) Model 212 helicopters with a certain main rotor hub inboard strap fitting (fitting) installed. That EAD requires, before further flight, removing certain serial-numbered fittings and replacing them with airworthy fittings. It also requires performing a magnetic particle inspection (MPI) on fittings with certain serial numbers (S/Ns) to inspect for a crack. If a crack is found, the cracked fitting must be replaced with an airworthy fitting, and certain data must be reported to the FAA. This airworthiness directive (AD) retains the requirements of that EAD and expands the applicability to require performing an MPI for a crack on additional serial-numbered fittings. This AD is prompted by the determination that certain fittings were not manufactured in accordance with the approved manufacturing processes and controls. In total, eight fittings have been found that have cracks. We are issuing this AD to prevent failure of a fitting, loss of a main rotor blade, and subsequent loss of control of the helicopter.
97-14-15: This amendment adopts a new airworthiness directive (AD) that applies to Raytheon Aircraft Company (formerly known as Beech Aircraft Corporation) Models E33, F33, G33, E33A, F33A, E33C, F33C, C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, P35, S35, V35, V35A, V35B, V35TC, V35ATC, V35BTC, 36, A36, A36TC, B36TC, 50, B50, C50, 95-55, 95A55, 95B55, 95C55, D55, E55, 56TC, A56TC, 58, 58TC, 95, B95, B95A, D95A, and E95 airplanes. This action requires checking the cabin side door handle and the utility door handle from the interior of the airplane for proper locking. If the door handles do not lock, the proposed AD would require reinstalling the door handles correctly for the lock to engage. Nine reports of the utility and cabin door handle opening from the interior of the airplane without depressing the lock release button prompted this action. The actions specified by this AD are intended to prevent unintentional opening of the cabin side door and the utility door from the interior of the airplane, which, if not detected and corrected, could result in loss of control of the airplane.
96-20-03: This amendment supersedes an existing airworthiness directive (AD), applicable to all de Havilland DHC-8-100 and -300 series airplanes, that currently requires repetitive inspections to detect loose bolts at the retract actuator support fitting of the main landing gear, and various follow-on actions, if necessary. That AD was prompted by a report of loose actuator supporting bolts and cracks in the relief radius of the boss at the forward surface of the fittings. This amendment adds a requirement to install a new modification, which, when accomplished, terminates the repetitive inspections. The actions specified by this AD are intended to prevent loss of hydraulic systems and reduced controllability of the airplane due to loose actuator support bolts or cracks in the relief radius of the boss at the forward surface of the fittings.
96-20-08: This amendment supersedes AD 93-19-06, which currently requires repetitively inspecting acrylic cabin and cockpit side windows for cracks on certain Fairchild Aircraft SA26, SA226, and SA227 series airplanes, and, if cracks are found that exceed certain limitations, replacing that window. This action maintains the requirement of repetitively inspecting the cabin and cockpit side windows, and adds a life limit for the single-pane cockpit side windows. Acrylic window failures on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent acrylic cabin or cockpit side window failures, which could result in airframe damage and decompression injuries. The incorporation by reference of certain publications listed in the regulations was previously approved by the Director of the Federal Register as of November 19, 1993 (58 FR 51771, October 5, 1993).
2011-07-07: 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: * * * Under certain conditions, an ignition source may develop in the wing tank vapour space, due to insufficient clearance between the wiring along the Fuel Quantity Tank Units (FQTU's) and the local reinforcing structure around the upper skin cut-out. This condition, if not corrected, in combination with flammable fuel vapours, could result in a wing tank explosion and consequent loss of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
57-01-02: 57-01-02 PIPER: Applies to Model PA-23, Serial Numbers 23-1 to 23-844 Inclusive. Compliance required not later than February 15, 1957. The following inspection and action is necessary in order to prevent the possibility of stabilizer failure or malfunction in the event the proper number of bolts are not found attaching the front stabilizer fittings, right and left, P/N 17093-00. Inspect the two front stabilizer attachment fittings and ascertain that there are three bolts securing each fitting to the longitudinal stringer and the bulkhead (two in the stringer and one in the bulkhead). If less than three bolts have been used, the unsatisfactory condition must be corrected. It will be necessary to remove the stabilizer fairing on the bottom side, and to use a mirror to make the inspection. (Piper Service Bulletin No. 150 of December 21, 1956, covers this same subject.)
57-05-03: 57-05-03 PIPER: Applies to Model PA-23, Serial Numbers 23-1 to 23-903 Inclusive. Compliance required at the next 100-hour inspection but not later than May 1, 1957. The following careful examination and action is required to overcome excessive wear and possible failure of the elevator push-pull tube. 1. Careful examination should be made of the wear area on the elevator push-pull tube at the point where it passes through the fiber rollers. Any tube that shows wear exceeding 0.005 inch must be replaced. 2. Obtain four each of nylon block, Piper P/N 19225-00 and eight AN 960-516 washers. Remove the four bearings, P/N 80012-67 and the six washers, P/N 81342-61 from the fiber roller installation and reuse in the nylon block installation. Install the above parts, except for the rollers, in accordance with the sketch and instructions shown in Piper Service Bulletin No. 151 dated February 11, 1957.