Results
2013-05-08: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 and A330-300 series airplanes, and Model A340-200 and A340-300 series airplanes. This AD was prompted by reports of an elevator blocked in the down position due to two independent failures; first, the inability of a servo control to switch to active mode because it was not detected by a flight control computer; and second, an internal hydraulic leak due to the deterioration of an O-ring seal on a solenoid. This AD requires, depending on airplane configuration, modifying three flight control primary computers (FCPCs); modifying two flight control secondary computers (FCSCs); revising the airplane flight manual (AFM) to include certain information; replacing certain O-rings; and checking part number and replacing certain O-ring seals if needed. We are issuing this AD to detect and correct O-rings with incorrect part numbers whose deterioration could lead to improper sealing of solenoid valves; and to correct FCPC and FCSC software to allow better control of elevator positioning; both conditions, if not corrected, could lead to the loss of elevator control on takeoff, and potentially reduce the controllability of the airplane.
2000-15-10: This amendment adopts a new airworthiness directive (AD) that is applicable to McCauley Propeller Systems 4HFR34C653/L106FA-0 model propellers that are installed on Jetstream Series 3200 airplanes. This action is also applicable to 4HFR34C653/L106FA-0 model propellers that are installed on Ayres S2R-G5 and S2R-G10 airplanes if the propeller was previously installed on Jetstream Series 3200 airplanes or if installation history of the propeller is unknown. This action requires one-time and repetitive eddy current inspections of the camber side of the blade surface. This amendment is prompted by a report of a crack on the camber side of the blade surface. The crack was found during a dye penetrant inspection as part of a normal overhaul process. The actions specified in this AD are intended to detect cracks that could cause failure of the propeller blade, which can result in loss of control of the airplane.
74-19-04: 74-19-04 SIKORSKY: Amendment 39-1953. Applies to all HRS/H-19 Series Helicopters certificated in all categories. Compliance with each of the following Airworthiness Directives for the Sikorsky S-55 Series Helicopters is required, except that the effective date of each will be the effective date of this Airworthiness Directive: 54-1-3, 54-13-1, 54-16-1, 54-19-2, 54-20-2, 55-25-4, 56-16-3, 56- 23-3, 60-13-4, 63-5-2 (AD 63-5-2 extended service life to 1200 hours when operating in the Restricted Category and over sparsely populated areas), 65-8-2, 66-4-3 (AD 66-4-3 extended service life to 3500 hours, when operating in the Restricted Category and over sparsely populated areas), 67-17-6, 67-29-7 and 71-26-3. This amendment becomes effective September 10, 1974.
51-08-03: 51-08-03 TEMCO: Applies to Models GC-1A and GC-1B Aircraft - All Serial Numbers. Compliance required at next periodic inspection but not later than May 1, 1951. Inspect the horizontal stabilizer front spar attachment to the fuselage bulkhead for looseness. First remove all fairing or interfering items. Support the horizontal stabilizers on the fuselage so that their position cannot change; remove the four AN 3 bolts which attach the front stabilizer spar to the fuselage bulkhead. If there is no deformation or elongation of these bolt holes and if the holes in the stabilizer spar and the fuselage bulkhead are in correct alinement the AN 3 bolts should be reinstalled, torquing them to 25-30 inch-pounds. If there is deformation or elongation of the attach bolt holes, a repair can be accomplished by reaming these 3/16-inch holes to 1/4-inch diameter with the stabilizers firmly blocked in the proper position with the fuselage. The AN 3 bolts, nuts, and washers are to be replaced with AN 4 bolts, nuts, and washers, and they should be torqued to 80-90 inch-pounds in reassembling the stabilizer front spar attachment. The empennage and fairing which were removed for this inspection and repair are then reassembled on the airplane. If the AN 3 attachment bolts are retained, this inspection should be repeated at each periodic or annual inspection. If the AN 4 attachment bolts are installed, only the normal inspections of this attachment need be made.
2013-15-18: We are superseding an airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model L-1011 series airplanes. AD 2005-15-01 required repetitive inspections to detect corrosion or fatigue cracking of certain structural elements of the airplane, corrective actions if necessary, and incorporation of certain structural modifications. This new AD reduces certain compliance times for the initial inspection and the repetitive inspection interval for certain airplanes. This AD was prompted by reports of small cracks in additional areas outside those addressed in AD 2005-15-01, prior to the inspection threshold required by the AD 2005-15-01. We are issuing this AD to prevent corrosion or fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane.
2000-15-03: This amendment adopts a new airworthiness directive (AD) that applies to Stemme GmbH & Co. KG (Stemme) Models S10-V and S10-VT sailplanes. This AD supersedes AD 98-15-24, which currently requires replacing the propeller blade suspension forks with parts of improved design on Stemme S10-V sailplanes. This AD requires you to remove the propeller blade suspension forks, exchange them with the manufacturer for improved design forks, and install the improved design propeller blade suspension forks. This AD is the result of analysis that shows that the existing propeller blade suspension forks are currently cracking more rapidly than originally projected. The actions specified by this AD are intended to prevent certain propeller blade suspension forks from cracking, which could result in the loss of a propeller blade during flight with possible lateral imbalance and loss of thrust.
2000-14-16: This amendment supersedes an existing airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 407 helicopters. That AD requires installing a tail rotor pitch-limiting left-pedal stop (pedal stop), installing an airspeed limitation placard, marking a never-exceed velocity (Vne) placard on all airspeed indicators, and revising the Limitations section of the Rotorcraft Flight Manual (RFM). This AD requires installing a redesigned tail rotor system and modifying the vertical fin and horizontal stabilizer to allow restoring the Vne to 140 knots indicated airspeed (IAS). This AD is prompted by design changes to the tail rotor system and modification of the pedal stop for airspeed actuation to eliminate a tail rotor strike to the tailboom. The actions specified by this AD are intended to prevent the tail rotor blades from striking the tailboom, separation of the aft section of the tailboom with the tail rotor gearbox and vertical fin, and subsequent loss of control of the helicopter.
2018-06-01: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318, A319, A320, and A321 series airplanes; all Model A330-200 Freighter, -200, and -300 series airplanes; and all Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports of false traffic collision avoidance system (TCAS) resolution advisories. This AD requires modifying the software in the TCAS computer processor or replacing the TCAS computer with a new TCAS computer. We are issuing this AD to address the unsafe condition on these products.
2003-11-13: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. This action requires replacing a certain elbow adapter (adapter) with an airworthy adapter. This amendment is prompted by reports of a cracked adapter on the hydraulic reservoir resulting in leakage of hydraulic fluid and loss of hydraulic power. This condition, if not corrected, could result in failure of an adapter on the hydraulic reservoir, loss of hydraulic fluid, loss of hydraulic power, and subsequent loss of control of the helicopter.
77-23-02: 77-23-02 HAWKER SIDDELEY AVIATION, LIMITED: Amendment 39-3072. Applies to Hawker Siddeley Aviation Limited H.S. 748 Series 2A airplanes certificated in all categories. Compliance is required within the next 300 hours time in service after the effective date of this AD, unless already accomplished. To prevent failure of propeller feathering, install an electrical back-up to the primary manual feathering system in accordance with the instructions contained in Hawker Siddeley Aviation Service Bulletin No. 61/18, Modification 4609, as revised April 11, 1974, or an equivalent approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region, FAA, c/o American Embassy, APO New York, N.Y. 09667. This amendment becomes effective December 7, 1977.
2025-04-02: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by two engine fan blade-out (FBO) events that resulted in the separation of engine inlet cowl and fan cowl parts from the airplane. In one event, fan cowl parts damaged the fuselage, which caused loss of pressurization and subsequent emergency descent. This AD requires replacing the fasteners on the fan cowl support beam hinge fittings for certain airplanes and, for all airplanes, requires modifying the radial restraint assembly and installing an external doubler at the starter vent, or as an option, installing a serviceable fan cowl. This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate new airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
66-16-04: 66-16-04 FAIRCHILD: Amdt. 39-252 Part 39 Federal Register June 30, 1966. Applies to Models F-27, F-27A, F-27B, F-27F, F-27G, and F-27J Airplanes, Serial Numbers 1 through 122, Equipped with Center Hinge Wing Flap Asymmetry Switches, P/N 658-001. Compliance required within the next 300 hours' time in service after the effective date of this AD unless already accomplished. To prevent failure of the flap asymmetry switch to continuously detect an asymmetric condition as the asymmetry increases above the 3 degree setting, accomplish the following: (a) Rewire asymmetry system in accordance with Fairchild-Hiller Service Bulletin No. 27-43, dated December 23, 1965, or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the compliance time specified in this AD if the request contains substantiating data to justify the increase for that operator. This directive effective July 30, 1966.
2013-15-17: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by a report of an in-service occurrence of total loss of boost pump pressure of the fuel feed system, followed by loss of fuel system suction feed capability on one engine, and in-flight shutdown of the engine. This AD requires repetitive operational tests of the engine fuel suction feed of the fuel system, and other related testing and corrective action if necessary. We are issuing this AD to detect and correct loss of the engine fuel suction feed capability of the fuel system, which in the event of total loss of the fuel boost pumps could result in dual engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
2013-16-20: We are adopting a new airworthiness directive (AD) for ECD Model MBB-BK 117 C-2 helicopters. This AD requires inspecting the rigging of the power-boosted control system and, if there is a nonparallel gap between the rigging wedges and the inner sleeves, performing a rigging procedure. This AD was prompted by the discovery, during rigging of the main rotor controls, of movement of the longitudinal main rotor actuator piston after shut-down of the external pump drive. Such movement could cause incorrect rigging results. The actions of this AD are intended to prevent incorrect rigging results, which could impair freedom of movement of the upper controls and subsequent reduced control of the helicopter.
2021-16-08: The FAA is superseding Airworthiness Directive (AD) 2019-12-05 for certain CFM International S.A. (CFM) CFM56-5B, CFM56-5C, and CFM56- 7B model turbofan engines with a certain rotating air high-pressure turbine (HPT) front seal. AD 2019-12-05 required replacement of the affected rotating air HPT front seal with a part eligible for installation. This AD was prompted by cracks found in the rotating air HPT front seal. This AD requires replacement of affected rotating air HPT front seals installed on CFM CFM56-5B, CFM56-5C, and CFM56-7B model turbofan engines that have fewer cycles since being reconfigured than the engines affected by AD 2019-12-05. This AD also requires CFM56-5B or CFM56-7B model turbofan engines with a reconfigured rotating air HPT front seal that was previously operated in a CFM56-5C model turbofan engine to follow the removal requirements for the CFM56-5C model turbofan engine. The FAA is issuing this AD to address the unsafe condition on these products.
2003-11-16: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires a one-time inspection for missing bolts on the inboard and outboard support of the inboard main flap, and follow-on inspections and corrective actions if necessary. For certain airplanes that are subject to the existing AD, this amendment requires a new one- time inspection for gaps, a new one-time torque check for loose bolts, corrective actions if necessary, and eventual replacement of existing titanium bolts with steel bolts. These actions are necessary to detect missing, loose, or cracked bolts on the supports of the inboard main flap and prevent loss of the inboard main flap, which could result in loss of control of the airplane. These actions are intended to address the identified unsafe condition.
2000-12-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires a one-time inspection to detect corrosion and scratches on the bearing housing surfaces of the support assembly on the main landing gear (MLG), 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 corrosion in the inboard and outboard bearing housings of the MLG support assembly, which could result in fatigue cracks in the support assembly and lead to failure of the MLG.
2003-11-12: This document supersedes Airworthiness Directive (AD) 2003-03- 13, which currently establishes a technical service life for MORAVAN a.s. (Moravan) Model Z-242L airplanes by restricting Acrobatic and Utility category operations and requiring replacement of the wings after a certain operational time. AD 2003-03-13 resulted from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Czech Republic. The restrictions required by AD 2003- 03-13 only take account for the aerobatic load spectrum and do not account for the aerobatic frequency. The restrictions also address the life limit of the wings when they should address the life limit of the entire airframe (life limit of the airplane). Although the aerobatic frequency will extend the operational times, it more importantly will ensure that all airplanes (even those that have not reached the operational limits) are not subject to fatigue cracking caused by exceeding the aerobatic frequency. This AD will maintain the restrictions of AD 2003-03-13, but will incorporate the aerobatic frequency and life limit the airplane instead of just the wings. The actions specified by this AD are intended to prevent structural failure of the wing due to fatigue cracking. Such failure could result in a wing separating from the airplane with consequent loss of airplane control. DATES: This AD becomes effective on June 5, 2003. The Director of the Federal Register previously approved the incorporation by reference of Moravan Mandatory Service Bulletin Z 242L/27a--Rev. 1, dated October 31, 2000, as of March 21, 2003 (68 FR 4910, January 31, 2003). The Director of the Federal Register approved the incorporation by reference of Moravan Mandatory Service Bulletin Z 242L/27a--Rev. 2; and Moravan Mandatory Service Bulletin Z24L/38a--Rev. 1, both dated April 15, 2003, as of June 5, 2003. The Federal Aviation Administration (FAA) must receive any comments on this rule on or before July 7, 2003.
2021-16-02: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA330J, AS332C, AS332L, AS332L1, AS332L2, and EC225LP helicopters. This AD was prompted by a report of a left-hand (LH) side stairway door that inadvertently opened in flight and tore off from its attachment fittings. This AD requires inspecting the locking safety mechanism of the LH side stairway door handle and depending on the results, corrective action. This AD also requires modifying that locking safety mechanism 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.
2000-14-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777 series airplanes. This action requires a one-time measurement of the electrical bonding resistance between the wing spar connectors of the fuel quantity indicating system (FQIS) and the spar structure, installation of bonding jumpers, a one-time operational check of the FQIS system, and corrective action, if necessary. This action is necessary to ensure adequate electrical bonding between the wing spar connectors of the FQIS and the spar structure. Inadequate electrical bonding, in the event of a lightning strike, could cause electrical arcing and ignition of fuel vapor in the main or center fuel tank, which could result in a fuel tank explosion. This action is intended to address the identified unsafe condition.
2000-14-08: This document adopts a new airworthiness directive (AD) that applies to all The New Piper Aircraft, Inc. (Piper) PA-42 series airplanes that are equipped with pneumatic deicing boots. This AD requires you to revise the Airplane Flight Manual (AFM) to include requirements for activation of the airframe pneumatic deicing boots. This AD is the result of reports of in-flight incidents and an accident (on airplanes other than the affected Piper airplanes) that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The Piper PA-42 series airplanes have a similar type design (as it relates to airframe pneumatic deice boots) to the incident and accident airplanes. The actions specified by this AD are intended to assure that flight crews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering tothe airplane prior to the first deicing cycle.
67-12-04: 67-12-04 FAIRCHILD-HILLER: Amdt. 39-391 Part 39 Federal Register April 8, 1967. Applies to Models F-27 Series and FH-227 Series Airplanes. Compliance required as indicated. To detect cracks in the rudder horn assembly, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 450 hours' time in service, and thereafter at intervals not to exceed 500 hours' time in service from the last inspection, comply with (b). (b) Visually inspect the rudder horn assembly, P/N 27-243018-11, for cracks, using a glass of at least 10-power, or use an equivalent inspection approved by an FAA maintenance inspector. If a crack is found comply with (c) before further flight. (c) Replace a cracked part with a part of the same part number that has been inspected in accordance with (b), or use an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) The repetitive inspection required by (a) may be discontinued when a modification, approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region is incorporated. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the initial compliance time and the repetitive inspection interval specified in this AD if the request contains substantiating data to justify the increase for that operator. This directive effective April 8, 1967.
2000-14-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires a one-time inspection to determine the part number of the fuel shutoff spar valve for the outboard engines. That AD also requires replacement of certain valves with new valves, or modification of the spar valve body assembly, and various follow-on actions. This amendment adds new requirements to accomplish those actions on additional airplanes; and requires a one- time inspection of the maintenance records of certain airplanes to determine if the fuel shutoff spar valve for the outboard engines has ever been replaced, and various follow-on actions. This amendment is prompted by reports indicating that, due to high fuel pressure, certain fuel system components of the outboard engines have failed. The actions specified by this AD are intended to prevent such high fuel pressure, which could result in failure of the fuel systemcomponents; this situation could result in fuel leakage, and, consequently, lead to an engine fire.
2013-16-19: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC120B and EC130B4 helicopters with a certain emergency flotation gear (float) installed. This AD requires inspecting the float for chafing of the fabric covering and adding protectors to the float installation to prevent contact between the float and the protruding [[Page 52408]] sections of the installation. This AD was prompted by a report of a float that would not inflate during overhaul because one of the float compartments was punctured due to chafing. The actions of this AD are intended to prevent failure of float and subsequent loss of control of the helicopter during an emergency water landing.
2013-16-18: We are adopting a new airworthiness directive (AD) for certain Airbus Model A320-214, -232 and -233 airplanes; and Model A321-211, - 213, and -231 airplanes. This AD was prompted by a report of a missing fastener between certain stringers of the fuselage frame that connects the frame to a tee. This AD requires an inspection for a missing fastener, and a rototest inspection and a modification or repair of the fuselage frame at the affected area if necessary. We are issuing this AD to detect and correct cracking in the fuselage that could result in reduced structural integrity of the airplane.