Results
2022-04-06: The FAA is superseding Airworthiness Directive (AD) 2021-06- 06, which applied to certain Bell Textron Canada Limited Model 505 helicopters. AD 2021-06-06 required repetitive fluorescent penetrant inspections (FPIs) of the pilot collective stick and grip assembly and revising the existing Rotorcraft Flight Manual (RFM) for your helicopter. Since the FAA issued AD 2021-06-06, the pilot collective stick and grip assembly has been redesigned. This AD retains certain requirements of AD 2021-06-06, requires modifying your helicopter to include the improved pilot collective stick tube and adds a terminating action for the repetitive FPIs. This AD also prohibits installing any pilot collective stick and grip assembly unless certain requirements of this AD are met. The FAA is issuing this AD to address the unsafe condition on these products.
2022-04-09: The FAA is adopting a new airworthiness directive (AD) for certain AVOX System Inc. (formerly Scott Aviation) oxygen cylinder and valve assemblies, and oxygen valve assemblies, installed on but not limited to various transport airplanes. This AD was prompted by reports of cylinder and valve assemblies having oxygen leakage from the valve assembly vent hole, caused by the absence of a guide that maintains appropriate spacing between certain parts. This AD requires an inspection of the oxygen valve assemblies, and oxygen cylinder and valve assemblies, to determine the serial number of the valve, cylinder, and entire assembly. For assemblies and parts with certain serial numbers, this AD requires a detailed inspection for correct spacing of the gap between the bottom of the packing retainer and top of the valve body on the assemblies, and replacement of assemblies having unacceptable gaps. The FAA is issuing this AD to address the unsafe condition on these products.
2012-08-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD was prompted by reports of cracks found in the Web pockets of the wing center section (WCS) spanwise beams. This AD requires repetitive detailed inspections and high frequency eddy current inspections for cracks of the WCS spanwise beams, and repair if necessary. We are issuing this AD to detect and correct cracking in the WCS spanwise beams, which could result in reduced structural integrity of the wings.
97-26-20: This amendment supersedes Airworthiness Directive AD 96-09-08 R1, which applies to Aviat Aircraft Inc. (Aviat) Models S-2A, S-2B, and S-2S airplanes (formerly Pitts Models S-2A, S-2B, and S-2S), and currently requires repetitively inspecting the upper longerons just aft of the rear cabane struts for cracks and repairing any cracks. This action retains the same actions as the current AD; lengthens the time interval between repetitive inspections; requires either installing a marked accelerometer in order to continue to perform acrobatic maneuvers and installing a placard that specifies gravity ("g") force limitations, or installing a placard prohibiting acrobatic maneuvers; and, requires inserting revisions into the Airplane Flight Manual (AFM). This action is the result of reports of cracking in the upper longerons caused by operating the airplane outside of the certificated design limits and the availability of a design modification that, when incorporated, repairs the damaged upper longeron area. The actions specified by this AD are intended to prevent cracking and subsequent failure of the longerons with consequent loss of control of the airplane.
2012-07-09: We are superseding an existing airworthiness directive (AD) for Turbomeca S.A. Arrius 2F turboshaft engines with P3 air pipe (first section) part number (P/N) 0 319 71 918 0, installed. That AD currently requires inspections of the P3 air pipe (first section) and right-hand (RH) rear half-wall for proper clearance and readjustment of the pipe if necessary. This new AD requires the same inspections for installed engines, eliminates readjusting of the P3 air pipe (first section), requires replacement of the RH rear half-wall under certain conditions, and adds an optional terminating action. This AD was prompted by Turbomeca determining that the clearance between the P3 air pipe (first section) and the RH rear half-wall might change during installation of the engine on the helicopter. We are issuing this AD to prevent an uncommanded power loss to flight idle, which could result in an emergency autorotation landing or accident.
2010-09-04: We are adopting a new airworthiness directive (AD) for certain Honeywell International Inc., Primus EPIC and Primus APEX flight management systems (FMS), as installed on the airplanes described above. This AD requires revising the Limitations section of the airplane flight manual to incorporate the procedures necessary to recover from or work around a software anomaly in the FMS. This AD results from discovery of software anomalies which, in certain situations, can cause the FMS to generate misleading navigational guidance to the pilots and to the autopilot system of various airplanes having this same system software. We are issuing this AD to provide the flightcrew with procedures to recover from or work around these software anomalies during flight, which could lead to an airplane departing from its scheduled flight path, and result in possible collision with other aircraft or terrain.
97-26-15: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Models 1900, 1900C, and 1900D airplanes (formerly referred to as Beech Models 1900, 1900C, and 1900D airplanes). This AD requires lubricating the main landing gear actuator rod ends and eventually replacing these rod ends with Teflon-lined rod ends. The AD results from reports of in-flight separations of the rod end that attaches the actuator to the arm of the main landing gear drag brace assembly on two of the affected airplanes caused by excessive friction in the rod end bearing. The actions specified by this AD are intended to prevent actuator rod end failure caused by excessive friction in the rod end bearing, which could result in the inability to lower the main landing gear or result in landing gear collapse during landing.
2022-05-09: The FAA is adopting a new airworthiness directive (AD) for certain MARS A.S. emergency parachutes. 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 identifies the unsafe condition as the length of the ripcord between the pins being too long, which could cause a malfunction of the emergency parachute. This AD requires removing emergency parachutes with certain manufacture dates or serial numbers from service. The FAA is issuing this AD to address the unsafe condition on these products.
77-03-06: 77-03-06 PRATT & WHITNEY AIRCRAFT: Amendment 39-2828. Applies to Pratt & Whitney Aircraft JT8D-1, -1A, -1B, -7, -7A, and -7B engine front compressor front hub, P/N 504101, with serial numbers listed in Table 1 of Pratt & Whitney Aircraft Alert Service Bulletin 4661, dated October 15, 1976. Compliance required as indicated on front compressor front hubs that have accumulated 6,000 cycles or more in service to preclude failure from lack of shotpeening. Inspect by visual or eddy current method, in accordance with P&WA ASB 4661, dated October 15, 1976, or later FAA approved revision, the rear face and overhung shelf of the front compressor front hub for cracks emanating out of the base of the blade slot, within the next 150 cycles in service unless already accomplished. Reinspect at 150 cycle intervals if by visual method, or at 400 cycle intervals if by eddy current method. If a crack is found during any inspection, replace the hub before further flight. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. The manufacturer's service bulletin identified and described in this directive is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at New England Region. This amendment becomes effective February 25, 1977.
97-26-12: This amendment adopts a new airworthiness directive (AD) that applies to all The New Piper Aircraft, Inc. (Piper) Models PA-31T, PA-31T1, PA-31T2, PA-31T3, PA-42, PA-42-720, and PA-42-1000 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.