Results
75-20-08: 75-20-08 BEECH: Amendment 39-2374. Applies to Model B24R (Serial Numbers MC-151 thru MC-302, MC-304, MC-307, MC-309, MC-310, MC-312 thru MC-315, MC-317, MC-324, MC-328, MC-333, MC-336, MC-344, MC-345, MC-347 thru MC-357, MC-359 and MC-361 thru MC-364) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude the possibility of propeller governor failure, accomplish the following: 1) Unless previously accomplished, prior to further flight, drain the Rust Ban Preservative Oil installed by the airplane manufacturer and refill with SAE 30 or SAE 50 straight mineral oil or the type and grade of oil recommended by the engine manufacturer. 2) If the airplane has less than 25 hours' total time in service, prior to further flight, remove the propeller governor and replace with a new or serviceable P/N A210490 propeller governor. 3) Aircraft may be flown to a place where the AD can be accomplished in accordance with FAR 21.197 providing the propeller governor is found to govern engine RPM properly during pre-flight runup. Beechcraft Service Instruction No. 0765-254 pertains to this subject. This amendment becomes effective October 3, 1975, to all persons except those to whom it was made effective earlier by air mail letter issued September 15, 1975.
2015-06-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, 737-200, 737-200C, 737-300, 737-400, and 737-500 series airplanes. This AD was prompted by reports of cracking in the lower corners of the forward entry doorway and the upper corners of the airstairs cutout. This AD requires inspections for cracking of the forward entry doorway and airstairs cutout, and corrective actions if necessary. This AD also provides terminating action for the repetitive inspections. We are issuing this AD to detect and correct cracks in the lower corners of the forward entry door cutout and the upper corners of the airstairs cutout, which could progress and result in an inability to maintain cabin pressurization.
2015-06-05: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 and A310 series airplanes, and certain Model A300 B4- 600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). This AD was prompted by a review of certain repairs, which revealed that the structural integrity of the airplane could be negatively affected if those repairs are not re-worked. This AD requires an inspection to identify certain repairs, and corrective action if necessary. We are issuing this AD to detect and correct certain repairs on the floor cross beams flange. If those repairs are not reworked, the structural integrity of the airplane could be negatively affected.
76-02-07: 76-02-07 PRESTOLITE: Amendment 39-2500. Applies to Prestolite ALV-9400 through ALV-9410 series gear driven alternators. For aircraft having Prestolite ALV-9400 through ALV-9410 series alternators with more than 100 hours time in service compliance is required within the next 25 hours time in service after the effective date of this AD unless already accomplished within the last 75 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last check. To detect defective alternator slip ring end bearings and minimize the probability of in-service failures, accomplish the following: Remove the slip ring end bearing cover by using a small sharp chisel, knife blade, or screwdriver to pry it out of the alternator slip ring head. Care must be taken not to damage the end head or bearing cover. If the bearing cover is damaged during removal it must be replaced. Without further disassembly visually inspect the bearing and shaftend for discoloration or any sign of overheating or wear. Pay particular attention to the bearing inner and outer race. If there is any sign of overheating or an indication that the rotor shaft has been turning in the inner race or the outer race has been turning in the end head, the alternator must be removed and repaired. If the rotor shaft has been turning in the bearing inner race, the rotor and bearing must be replaced. If the bearing outer race has been turning in the end head, the bearing and end head must be replaced. Check the bearing grease for any sign of overheating or contamination such as dirt, or metal filings. If the grease is a dark brown or black color, or is so contaminated, the alternator must be removed and the bearing replaced. If the bearing shows no sign of discoloration, overheating, wear, or contamination, the bearing only (not the entire cavity) should be filled with Chevron BRB#2 or Chevron SRI#2 grease or an equivalent approved by Chief, Engineering and Manufacturing Branch, Great Lakes Region. At this time we are not aware of an equivalent lubricant for this application. NOTE: Refer to Continental Service Bulletin No. TCM M75-30 for further information concerning this subject. The checks required by this AD may be performed by the pilot. Operators who have not kept records of hours time in service on individual alternators shall substitute aircraft hours time in service in lieu thereof. This amendment becomes effective February 2, 1976.
2015-05-02: We are superseding Airworthiness Directive (AD) 2014-23-15 for all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2014- 23-15 required revising the maintenance or inspection program to incorporate new, more restrictive airworthiness limitations. This new AD retains the requirement to revise the maintenance or inspection program and removes a conflicting requirement. This AD was prompted by a determination that certain limitations required by AD 2014-23-15 conflict with limitations required by another AD. We are issuing this AD to prevent fatigue cracking, accidental damage, or corrosion in principal structural elements, and possible failure of certain life limited parts, which could result in reduced structural integrity of the airplane.
2015-04-08: We are superseding Airworthiness Directive (AD) 2014-06-08 for certain Bombardier, Inc. Model DHC-8-100, -200, and -300 series airplanes. AD 2014-06-08 required repetitive functional checks of the nose and main landing gear, and corrective actions if necessary; and also provided optional terminating action modification for the repetitive functional checks. This new AD requires a terminating action modification. This AD was prompted by a report that the emergency downlock indication system (EDIS) had given a false landing gear down- and-locked indication and a determination that a terminating action modification is necessary to address the identified unsafe condition. We are issuing this AD to detect and correct a false down-and-locked landing gear indication, which, on landing, could result in possible collapse of the landing gear.
2015-06-02: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Model GA8-TC320 airplanes. This AD results from [[Page 14811]] 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 missing required engine mount fire seal washers, which could reduce the engine retention capability in the event of a fire. We are issuing this AD to require actions to address the unsafe condition on these products.
2015-06-01: We are superseding an airworthiness directive (AD) 2014-06-03 for British Aerospace Regional Aircraft Model Jetstream Series 3101 and Jetstream Model 3201 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 stress corrosion cracking of the main landing gear spigot housing. We are issuing this AD to require actions to address the unsafe condition on these products.
2015-06-03: We are adopting a new airworthiness directive (AD) for Stemme AG TSA-M Models S6 and S6-RT gliders. 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 bending defect of the fork head installed in the aileron, speed brake, and flap control systems. We are issuing this AD to require actions to address the unsafe condition on these products.
2015-05-06: We are adopting a new airworthiness directive (AD) for Flugzeugwerke Altenrheim AG (FFA) Models AS 202/15 ``BRAVO'', AS 202/ 18A ``BRAVO'', and AS 202/18A4 ``BRAVO'' 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 corrosion on the upper forward fuselage stringers. We are issuing this AD to require actions to address the unsafe condition on these products.
2025-04-04: The FAA is adopting a new airworthiness directive (AD) for all ATR--GIE Avions de Transport R[eacute]gional Model ATR72 airplanes. This AD was prompted by reports of the main landing gear (MLG) rear hinge pin being ruptured. This AD requires replacing affected parts and prohibits the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2025-04-05: The FAA is superseding Airworthiness Directive (AD) 2023-11- 08, which applied to all Airbus SAS Model A330-841 and -941 airplanes. AD 2023-11-08 required maintenance actions, including a high-pressure valve (HPV) seal integrity test, repetitive replacement of the HPV clips, revision of the existing airplane flight manual (AFM), and implementation of updates to the FAA-approved operator's minimum equipment list (MEL). This AD was prompted by the determination that the replacement intervals required by AD 2023-11-08 must be reduced to address the unsafe condition. This AD continues to require the actions in AD 2023-11-08. This AD also reduces the HPV clip replacement intervals, requires an additional revision of the existing AFM for certain airplanes, and limits the installation of HPV clips, 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.
2015-05-04: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 407 helicopters. This AD requires inspecting the aft fuselage upper skin (upper skin) for a crack and the upper left longeron assembly (longeron assembly) for a crack, corrosion, or defect. This AD requires replacing or repairing a part or section, depending on the inspection's outcome. This AD was prompted by reports of cracks in the upper left-hand longeron. This AD's actions are intended to prevent failure of the longeron assembly or the upper skin, which could lead to a structural failure and loss of helicopter control.
75-15-04: 75-15-04 DOWTY ROTOL: Amendment 39-2265. Applies to Dowty Rotol Type (c) R212/4-30-4/22 propellers incorporating hub and driving center assemblies. P/N's 601022294, 601022211, 601022105, and RA 64883, that have not been modified in accordance with Dowty Rotol Modification Nos. (c) VP2388-(SB61-604) or (c) VP2779(SB 61-767). These propellers are installed on, but not necessarily limited to, Hawker Siddeley Model H.S. 748 Series 2A airplanes. Compliance is required as indicated. To detect cracking of the propeller hub front wall/snout radius areas between the eyebolt guides, accomplish the following: (a) Inspect the propeller hubs in accordance with Paragraph 2.A. of Dowty Rotol Service Bulletin No. 61-828, dated September 10, 1973, or an FAA-approved equivalent as follows: (1) For those operators required to perform propeller overhauls, inspect at the next propeller overhaul and at each propeller overhaul thereafter. (2) For all other operators, inspect within the next 4000 hours' time in service after the effective date of this AD, and thereafter inspect at intervals not to exceed 4000 hours' time in service since last inspection. (b) Inspect those propeller hubs that have accumulated more than 10,000 hours' time in service on the effective date of this AD in accordance with Paragraph 2.B. of Dowty Rotol Service Bulletin No. 61-828, dated September 10, 1973, or an FAA-approved equivalent, unless already accomplished, as follows: (1) For those propeller hubs that have never been inspected or that have accumulated more than 1400 hours' time in service since last inspected in accordance with Paragraph 2.A. or 2.B. of Dowty Rotol Service Bulletin No. 61-828, dated September 10, 1973, inspect within the next 600 hours time in service. (2) For those propeller hubs that have accumulated not more than 1400 hours' time in service since last inspected in accordance with Paragraph 2.A. or 2.B. of Dowty Rotol Service Bulletin No.61-828, dated September 10, 1973, inspect prior to the accumulation of 2000 hours' time in service since last inspected. (c) If a cracked hub is found during an inspection required by this AD, accomplish the following: (1) Before further flight, replace the cracked hub with a serviceable part of the same part number or a part number approved for installation on the propeller. (2) Inspect all the operator's propeller hubs covered by this AD in accordance with Paragraph 2.B. of Dowty Rotol Service Bulletin No. 61-848, dated September 10, 1973 or an FAA-approved equivalent as follows: (i) For those propeller hubs that have accumulated more than 1400 hours' time in service since last inspected in accordance with paragraph (a) or (b) of this AD or that have never been inspected and have accumulated over 1400 hours' time in service, inspect within the next 600 hours' time in service; and, thereafter, continue to inspect at intervals not to exceed 2,000 hours' time inservice since last inspection (ii) For those propeller hubs that have accumulated not more than 1400 hours' time in service since new or since last inspected in accordance with paragraph (a) or (b) of this AD, inspect prior to the accumulation of 2000 hours' time in service since last inspected or since new, as applicable, and, thereafter, continue to inspect at intervals not to exceed 2000 hours' time in service since last inspection. (d) The inspections required by paragraphs (a), (b), and (c) of this AD may be discontinued upon the incorporation of Dowty Rotol Modification Nos. (c) VP 2388(SB61-604) or (c) VP 2779(SB61-767) or FAA-approved equivalent modifications. (e) Upon request of an operator, an FAA maintenance inspector subject to prior approval of the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region, may adjust the repetitive 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 adjustment. This amendment becomes effective August 15, 1975.
2015-04-05: We are adopting a new airworthiness directive (AD) for certain Sikorsky Model S-76A, B, C, and D helicopters. This AD requires inspecting the tail rotor drive shaft (TDS) flange-to-shaft attachment hardware for correct assembly and correct torque of the fasteners. If there is a discrepancy, this AD requires, before further flight, applying an index mark to the flange and TDS, inspecting the flange and shaft for a crack, fracture, wear, and certain measurements, and replacing any part that does not meet the approved criteria before further flight. This AD is prompted by a partial loss of tail rotor drive resulting in a forced landing. The actions specified by this AD are intended to prevent failure at the flange-to-shaft attachment, loss of a tail rotor drive, and subsequent loss of control of the helicopter.
2025-04-06: The FAA is adopting a new airworthiness directive (AD) for all ATR--GIE Avions de Transport R[eacute]gional Model ATR42 and Model ATR72 airplanes. This AD was prompted by the insufficient accuracy of a certain Angle of Attack (AoA) probe at low airspeeds which could lead to a delayed activation of the stick pusher in a flaps-extended configuration. This AD requires replacing each affected part with a serviceable part, and also prohibits the installation of affected parts, 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.
2015-04-02: We are adopting a new airworthiness directive (AD) for all CFM International S.A. (CFM) CFM56-7B series turbofan engines. This AD was prompted by a dual engine thrust instability event that resulted in the overspeed and in-flight shutdown (IFSD) of one engine. This AD requires modification of the engine by removing [[Page 9592]] full authority digital engine control (FADEC) software, version 7.B.V4 or earlier, installed in the electronic engine controls (EECs) on CFM56-7B engines. We are issuing this AD to prevent a thrust instability event, which could lead to overspeed and IFSD of one or more engines, loss of thrust control, damage to the engine, and damage to the airplane.
2015-04-03: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. This AD requires inspection of the oil feed tube sealing sleeve and removal of those oil feed tube sealing sleeves that are affected by this AD. This AD was prompted by fractures of the high- pressure/intermediate-pressure (HP/IP) turbine support internal oil feed tube. We are issuing this AD to prevent failure of the HP/IP turbine support internal oil feed tube, which could result in uncontained engine failure and damage to the airplane.
2015-03-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by reports of fuselage skin cracks at the lower forward corner of the main entry door (MED) 1 cutout. This AD requires repetitive inspections of the fuselage skin of the MED 1 cutout for cracking, and repair if necessary; and also provides an optional terminating modification, including post-repair or post-modification fuselage skin inspections for cracking, and corrective actions if necessary. We are issuing this AD to detect and correct skin cracking, which can become large and could adversely affect the structural integrity of the airplane.
2023-11-08: The FAA is superseding Airworthiness Directive (AD) 2022-19- 05, which applied to all Airbus SAS Model A330-841 and -941 airplanes. AD 2022-19-05 required maintenance actions, including a high pressure valve (HPV) seal integrity test, repetitive replacement of the HPV clips, revision of the existing airplane flight manual (AFM), and implementation of updates to the FAA-approved operator's minimum equipment list (MEL). This AD was prompted by additional instructions and maintenance procedures developed to address failures of the HPV. This AD continues to require certain actions in AD 2022-19-05 and provides additional criteria for the installation of HPV and HPV clips, 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.
2015-02-21: We are adopting a new airworthiness directive (AD) for Agusta AB139 and AW139 helicopters to require replacing certain single-braided flexible hydraulic hoses with double-braided flexible hydraulic hoses. This AD was prompted by occurrences of leaking flexible hydraulic hoses. The actions of this AD are intended to prevent loss of hydraulic power and subsequent loss of helicopter control.
2015-02-24: We are superseding Airworthiness Directive (AD) 2007-03-18, AD 2008-17-02, AD 2012-08-03, and AD 2012-15-14, for certain Airbus Model A300 B4-2C, B4-103, and B4-203 airplanes; Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. AD 2007-03-18, AD 2008-17-02, AD 2012-08- 03, and AD 2012-15-14 required repetitive inspections of the forward lugs of the aft bearing at rib 5 of the main landing gear (MLG) on the left-hand (LH) and right-hand (RH) wings, and repair if necessary; and installation of new bushes with increased interference fit in the forward lug of the aft bearing at rib 5 of the MLG on the LH and RH wings. This new AD adds airplanes to the applicability; and adds, for certain airplanes, repetitive inspections of the MLG rib 5 aft bearing forward lugs, and repair if necessary. This AD was prompted by reports of cracking in the forwardlug of the MLG rib 5 aft bearing attachment. We are issuing this AD to detect and correct cracking of the forward lugs of the aft bearing at rib 5 of the MLG on the LH and RH wings, which could affect the structural integrity of the MLG attachment, resulting in possible MLG collapse during landing or rollout.
59-17-05: 59-17-05 HELIO: Applies to All Model H-391B Aircraft Except Serial Numbers 093, 094, and 098; and Model H-395, Serial Numbers 502 Through 510. Compliance required as indicated. Within the next 10 hours unless already accomplished inspect the horizontal tail front spar splice plate, P/N 391-020-305, for cracks around all bolt holes and the 2.0-inches diameter lightening hole. If cracks are found, the fitting should be replaced with an identically dimensioned part 0.063-inch 4130 steel. If no cracks are found the original aluminum fitting shall be inspected at each 25 hours thereafter until the next 100-hour inspection or October 1, 1959, whichever occurs first, when it must be replaced with a steel part. (Helio Service Bulletin No. 21 covers this subject.)
2015-03-02: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-115, A319-133, A320-214, A320-232, and A320-233 airplanes. This AD requires repetitive detailed inspections of the outboard main landing gear (MLG) support rib lower flange fasteners for discrepancies, and corrective actions if necessary. This AD was prompted by reports of failure of certain fasteners on the MLG support rib lower flange. We are issuing this AD to detect and correct discrepancies of the fasteners at the outboard MLG support rib lower flange, which could result in an airplane not meeting its maximum loads expected in service. This condition could result in structural failure.
2014-12-11 R1: We are revising Airworthiness Directive (AD) 2014-12-11 for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. AD 2014-12-11 required revising the Rotorcraft Flight Manual (RFM) to include the appropriate operating limitations for performing Class D external load-combination operations. As published, AD 2014-12-11 referenced an incorrect date for Revision No. 12 of Sikorsky RFM SA S92A-RFM-003, Part 1. This AD corrects the error while retaining the requirements of AD 2014-12-11. These actions are intended to require appropriate operating limitations to allow operators to perform Class D external load-combination operations, including human external cargo, in this model helicopter that now meets the Category A performance standard.