Results
99-26-07: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, and -200C series airplanes, that currently requires periodic inspections to detect missing nuts and/or damaged secondary support hardware adjacent to the aft engine mount, and replacement, if necessary. That AD also provides for optional terminating action for certain inspections and a torque check. This amendment requires accomplishment of the previously optional terminating action. This amendment is prompted by the FAA's determination that the repetitive inspections required by the existing AD may not be providing the degree of safety assurance necessary for the transport airplane fleet. The actions specified by this AD are intended to prevent failure of the secondary support to sustain engine loads in the event of failure of the aft engine mount cone bolt, which could result in the separation of the engine from the wing.
59-20-01: 59-20-01 VERTOL: Applies to all Model 44 Series Helicopters. Compliance required as indicated. Due to recent failure of a strap, unless already accomplished, all straps P/N 42R1011-1 of spar weight assembly P/N 42R1009-1 in all metal forward rotor blades are to be inspected within the next twenty hours of flight in accordance with Vertol Engineering Order No. 7A (Drawing No. 42R1011). Straps found satisfactory under these inspections are acceptable for 600 hours' retirement life. Straps found with crack indications are to be replaced immediately. When replacement straps P/N 107R1211 are incorporated, the provisions of this directive no longer apply. This supersedes AD 59-11-02.
2006-01-11 R1: This document clarifies the intent of AD 2006-01-11, which was published in the Federal Register on January 12, 2006 (71 FR 1941). AD 2006-01-11 applies to Cessna Models 208 and 208B airplanes and requires the installation of a pilot assist handle and deicing boots on the cargo pod and landing gear fairings; and the incorporation of changes to the Pilot's Operating Handbook (POH) and FAA-Approved Airplane Flight Manual (AFM). The compliance time for the AFM/POH change currently reads "prior to further flight'' after the installation of the pilot assist handle, which is required within 125 days after the effective date. The AFM/POH change is related to operation in ground icing conditions and should not be attributed to the pilot assist handle installation. Therefore, the compliance time should also be within 125 days after the effective date. Additionally, the requirement of installing the accessory kit or installing a placard should only apply to those airplanes equipped witha cargo pod and pneumatic deicing boots. The way it currently is written makes it apply to all airplanes equipped with pneumatic deicing boots. This AD action rewords the compliance time and the wording for the installation or placard requirement to reflect the above concerns.
2009-12-04: 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: Incidents have been reported on Britten-Norman BN-2 aircraft, where cracks were found in the inner shell of the pitot/static pressure heads. The investigation concluded that these pitot tubes, supplied by Thales Optronics, could be operated outside their voltage specification. On December 15th, 2005, CAA [Civil Aviation Authority] United Kingdom issued AD G-2005-0034 (EASA approval number 2005-6447), later superseded by EASA AD 2006-0143, to require inspections and leak tests on Britten-Norman aircraft. Subsequently, it has been discovered that the same tubes are supplied to EADS-CASA for installation on C-212 aircraft, one for the pilot side and one forthe co-pilot side. So far, EADS-CASA has not received any report of cracked pitot tubes from C-212 operators. This condition, if not corrected, could result in incorrect readings on the pressure instrumentation, e.g., altimeters, vertical speed indicators (rate of climb) and airspeed indicators, potentially leading to navigational errors. * * * * * The unsafe condition could reduce the ability of the flightcrew to maintain the safe flight and landing of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2003-13-14: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) model helicopters that requires performing a continuity test, temporarily repairing any unairworthy chip detector, and replacing any repaired chip detectors. This amendment is prompted by reports of poor or no continuity between the insert and the chip detector housing on certain chip detectors. The actions specified by this AD are intended to prevent failure of a chip detector indication, loss of a critical component, and subsequent loss of control of the helicopter.
99-23-22 R1: This amendment revises an existing airworthiness directive (AD), applicable to various transport category airplanes equipped with certain Mode "C" transponder(s) with single Gillham code altitude input. That AD currently requires repetitive tests to detect discrepancies of the Mode "C" transponder(s), air data computer, and certain wiring connections; and corrective actions, if necessary. The existing AD is prompted by reports that, during level flight, the Traffic Alert Collision Avoidance System (TCAS II) issued false advisories that directed the flightcrew to change course and either climb or descend. The actions specified by that AD are intended to prevent such false advisories due to inaccurate airplane altitude reporting, which could result in the flightcrew deviating the airplane from its assigned flight path and a possible mid-air collision. This new action revises certain compliance times and limits the applicability of the existing AD.
99-25-14: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and MD-11F series airplanes, that requires a one-time inspection to determine if metallic transitions are installed on wire harnesses of the tail tank fuel transfer pumps, and to determine if damaged wires are present; and repair, if necessary. This amendment also would require repetitive inspections of the repaired area; and a permanent modification of the wire harnesses if metallic transitions are not installed, which terminates the repetitive inspections. This amendment is prompted by a report of chafing and damage to a wire harness of a tail tank fuel transfer pump. The actions specified by this AD are intended to prevent wire chafing and damage, which could result in an inoperative fuel transfer pump and/or an increased risk of a fire or explosion from a fuel leak.
2008-23-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: It has been found cases of corrosion at the regions of Wings-to- Fuselage attachments, Vertical Stabilizer to Fuselage attachments, Rib 1 Half wing and Passenger Seat Tracks. Such corrosion may lead to subsequent cracking of the affected parts, compromising the aircraft structural integrity, which may in turn lead to structural failure and/or loss of some control surface. We are issuing this AD to require actions to correct the unsafe condition on these products.
54-15-01: 54-15-01 de HAVILLAND: Applies to All Model DHC-2 (Beaver) Aircraft, Serial Numbers 1 to 680 Inclusive. Compliance required by August 30, 1954. Inspect all rudder, elevator and aileron control cable terminals for damaged threads at the turnbuckle. Most reported defects have concerned the right-hand threads on turnbuckle terminals but all threaded terminals at turnbuckles should be inspected at the following locations: Control Cable Circuit Location Number of turn-Buckles 1. Base of control column. 2 Ailerons 2. Outboard wing inspection panels. 4 Elevators 3. Hatch on underside of rear fuselage. 2 Rudder 4. Rear fuselage interior. 2 Damaged or defective cables must be replaced. If any evidence of defects is found, de Havilland will supply replacement cables. The FAA concurs in this mandatory action by the Canadian Department of Transport. (de Havilland Technical News Sheet Series B, No. 76 dated June 23, 1954, available from de Havilland Aircraft of Canada, Limited, Postal Station "L," Toronto, Canada, covers this same subject.)
2020-17-09: The FAA is adopting a new airworthiness directive (AD) for GA8 Airvan (Pty) Ltd Models GA8 and GA8-TC320 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 a design change to the fuselage strut pick up ribs No. 5 and 6 that requires a reduced life limit. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
2020-17-12: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Aviation Model MYSTERE-FALCON 900, FALCON 900EX, FALCON 2000, and FALCON 2000EX airplanes. This AD was prompted by reports of loose or missing nuts on the pilot and co-pilot ventral seat belt attachment points. This AD requires a detailed inspection of certain seat belt attaching point nuts for any loose or missing nuts and replacement, 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.
2020-16-18: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A310 series airplanes. This AD was prompted by reports of cracking found at certain fuselage frames. This AD requires repetitive inspections for discrepancies of certain locations in and around the fuselage and applicable corrective actions, 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.
2008-23-02: 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: One Part Number (P/N) LM-219-92 Centre Bracket from a P/N LM- 219-SA28 Aft Engine Mounting assembly was found to be cracked while installed on the aircraft. This reduces the effectiveness of the mounting assembly and could eventually cause it to fail. * * * * * A failed mounting assembly, if not corrected, could result in loss of the engine. We are issuing this AD to require actions to correct the unsafe condition on these products.
2006-08-09: The FAA is adopting a new airworthiness directive (AD) for all Air Tractor, Inc. (Air Tractor) Models AT-802 and AT-802A airplanes. This AD requires you to repetitively inspect (using the eddy current method) the two outboard fastener holes in both of the wing main spar lower caps at the center splice joint for cracks and repair or replace any cracked spar cap. This AD results from in-service fatigue cracking of the wing main spar lower cap at the center splice joint outboard fastener hole at hours time-in-service below the safe life limit established for these airplanes in AD 2002-11-05. We are issuing this AD to detect and correct cracks in the wing main spar lower cap at the center splice joint, which could result in failure of the spar cap and lead to wing separation and loss of control of the airplane.
69-25-06: 69-25-06 HAWKER SIDDELEY AVIATION, LTD: Amdt. 39-887. Applies to Model DH-104 Dove Airplanes which have aileron lever P/N 4 WA.315 installed. Compliance is required as indicated unless already accomplished. To prevent fatigue failure of the aileron lever, accomplish the following: (a) Visually inspect the aileron lever, P/N 4 WA.315 for cracks at the lugs for the attachment of the connecting rod and in the counterbored portion which receives the mass balance arm within the next 50 hours' time in service after the effective date of this AD unless already accomplished within the last 50 hours' time in service, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection. If evidence of cracks is found, verify using dye penetrant or other FAA-approved equivalent inspection methods. (b) If cracks are found during the inspection required by paragraph (a), before further flight, install a new forged aileron lever, P/N 4 WA.491 in accordance with Hawker Siddeley Aviation, Ltd. Dove Modification No. 967, or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (c) If no cracks are found during the inspections required by paragraph (a), within the next 1,000 hours' time in service after the effective date of this AD, install a new forged aileron lever P/N 4 WA.491 in accordance with Hawker Siddeley Aviation, Ltd. Dove Modification No. 967, or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (d) The inspection required in paragraph (a) may be discontinued after the new aileron lever, P/N 4 WA.491 or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region is installed. (Hawker Siddeley Aviation, Ltd. Technical News Sheet CT (104) No. 151, Issue 4, dated 14 July 1969 covers this subject.) This supersedes Amendment 454, Part 507 (27 F.R. 5793) AD 62-14-02. This amendment becomes effective January 3, 1970.
2006-08-08: The FAA is adopting a new airworthiness directive (AD) for certain Air Tractor, Inc. (Air Tractor) Models AT-400, AT-401, AT-401B, AT-402, AT-402A, and AT-402B airplanes. This AD requires you to lower the safe life for the wing lower spar cap for certain Models AT-402A and AT-402B airplanes and those that incorporate or have incorporated Marburger Enterprises, Inc. (Marburger) winglets. For Models AT-400, AT-401, AT-401B, AT-402, and certain AT-402A, airplanes, this AD requires you to repetitively inspect the wing lower spar cap in order to reach the safe life. We also developed an alternative method of compliance (AMOC) to the requirements of this AD for certain Models AT- 402A and AT-402B airplanes. The AMOC includes repetitive eddy current inspections, modification of the center splice connection, and lower spar cap replacement. This AD is the result of reports of cracks in the 3/8-inch bolt hole of the wing lower spar cap before reaching the approved safe life. We are issuing this AD to prevent fatigue cracks from occurring in the wing lower spar cap before the originally established safe life is reached. Fatigue cracks in the wing lower spar cap, if not detected and corrected, could result in wing separation and loss of control of the airplane.
2020-16-06: The FAA is adopting a new airworthiness directive (AD) for all Aviat Aircraft Inc. Models A-1, A-1A, A-1B, A-1C-180, and A-1C-200 airplanes. \n\tThis AD requires repetitive inspections of the forward horizontal stabilizer support assembly and the rear horizontal stabilizer support tube and reporting information to the FAA. This AD was prompted by field reports of complete failure of both the forward support assembly and the rear support tube due to fatigue. The FAA is issuing this AD to address the unsafe condition on these products.
99-25-12: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron (Bell)-manufactured Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters; and Southwest Florida Aviation SW204, SW204HP, SW205, and SW205A-1 helicopters, that currently requires modification and inspections of the tailboom vertical fin spar (vertical fin spar). This amendment requires the same modification and inspections plus two additional inspections and replacement of the vertical fin spar. This amendment is prompted by 6 accidents, 2 of which involved fatalities, involving fatigue cracks in the vertical fin spar that have occurred since the issuance of AD 97-20-09. The actions specified by this AD are intended to prevent in-flight failure of the vertical fin spar and subsequent loss of control of the helicopter.
96-11-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires a one-time measurement during refueling to determine the pressure in each collector tank; for certain airplanes, non-destructive test (NDT) inspections to detect cracking or deformations of the collector tank ribs on each wing, and repair, if necessary; and modification of top-hat stringers in each outer wing tank. This amendment is prompted by a report of damage to the ribs of the wing collector tank caused by over-pressure in the collector tank during refueling. The actions specified by this AD are intended to prevent cracking and deformation of the wing collector tanks due to over-pressure, which could result in reduced structural integrity of the wing.
2020-16-17: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent XWB-75, Trent XWB-79, Trent XWB-79B, and Trent XWB-84 model turbofan engines. This AD was prompted by reports of a lack of weld fusion on the resistance welding during manufacturing, which could result in air leakage through the low-pressure turbine (LPT) rear support seal panel assembly (''LPT seal panel''). This AD requires replacement of the LPT seal panel. The FAA is issuing this AD to address the unsafe condition on these products.
2008-22-13: 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: Two operators of A300 aircraft fitted with General Electric (GE) CF6-50 engine series have reported cracks on the lower side of Rib 5 in the pylon box. * * * * * Investigations disclosed that these cracks are due to the stresses resulting from the pressure applied by the thrust reverser cowl bumpers. * * * * * Cracking of the engine pylons could result in reduced structural integrity of the engine support structure. We are issuing this AD to require actions to correct the unsafe condition on these products.
2006-10-05: The FAA is adopting a new airworthiness directive (AD) for certain Saab Model SAAB-Fairchild SF340A (SAAB/SF340A) and SAAB 340B airplanes. This AD requires a one-time inspection to see if a faulty uplock axle for the shock strut of the main landing gear (MLG) is installed, and replacing the uplock axle with a new uplock axle if necessary. This AD results from a report of a cracked uplock axle caused by hydrogen embrittlement during the manufacturing process. We are issuing this AD to prevent failure of the uplock mechanism, which, combined with a loss of hydraulic pressure, could result in an uncommanded extension of the MLG.
2020-16-12: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. 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 inadvertent fuel shut-off to the engine during the operation of the flaps due to the fuel and flap control levers being located too closely together. The FAA is issuing this AD to address the unsafe condition on these products.
56-13-02: 56-13-02 SIKORSKY: Applies to All Model S-51 Helicopters. Compliance required as indicated. As a result of recent service experience, the main rotor hubs are to be retired from service at the times indicated. 1. Main rotor hubs, S10-10-1015 and S510117, are to be replaced every 480 hours. Magnaflux inspections are to be conducted at the 200-240 hour interval. 2. Main rotor hubs, S10-10-1033, with 1/16 inch or larger chamfer at the base on the outer edge of each arm, with 240 hours of service, must be replaced by September 15, 1956, or prior to the accumulation of 480 hours, whichever occurs first. The S510122 outer arm locknuts are to be checked for looseness every 30 hours on hubs continuing in service beyond 240 hours. With any indication of looseness, the hub is to be removed and a Magnaflux inspection for cracks at the root radius of the threads on the outer arm is to be conducted. Any hub with a crack is to be replaced. Hubs with 480 hours or more must be replaced prior to further service. After September 15, 1956, all hubs are to be replaced every 240 hours. 3. Main rotor hubs, S10-10-1033, with chamfer less than 1/16 inch at the base on the outer edge of each arm are to be replaced every 960 hours. Magnaflux inspections are to be conducted every 200-240 hours of service. (Service Information Circular No. 76 Revisions D & F cover the same subject.) This supersedes AD 49-44-01.
99-24-09: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires modifying the flap inboard attachment fittings through the installation of a reinforcement angle bracket on the inside of the center web of both flap inner attachment fittings. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent the potential of the inboard flap attachment fittings buckling while operating at full flaps with full power into a head-on wind gust, which could result in loss of control of the airplane.