Results
2001-24-07 R1: This amendment revises an existing airworthiness directive (AD), for the Agusta S.p.A. (Agusta) Model A109C, A109E, and A109K2 helicopters, that currently requires inspecting the main rotor blade (blade) tip cap for bonding separation and a crack, and also requires a tap inspection of the tip cap for bonding separation in the blade bond area and a dye-penetrant inspection of the tip cap leading edge along the welded joint line of the upper and lower tip cap skin shells for a crack. This amendment requires those same actions, but corrects a blade part number (P/N) that was stated incorrectly in the Applicability section of the existing AD. This amendment is prompted by the need to correct a blade P/N. The actions specified by this AD are intended to prevent failure of a blade tip cap, excessive vibration, and subsequent loss of control of the helicopter.
2004-05-12 R1: The FAA is revising an existing airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. That AD currently requires repetitive inspections of the left and right engine throttle control gearboxes for wear, and corrective action if necessary. This AD limits the applicability of the existing AD, extends the compliance time for the initial inspection, and clarifies the reporting requirement. This AD is prompted by numerous failures of the engine throttle control gearbox, some of which resulted in an in-flight engine shutdown. We are issuing this AD to prevent excessive wear of the gearboxes and subsequent movement or jamming of the engine throttle; movement of the throttle towards the idle position brings it close to the fuel shut-off position, which could result in an in-flight engine shutdown.
2012-14-05: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, and A320 series airplanes. This AD was prompted [[Page 41887]] by reports of unsuccessful slide deployments during scheduled deployment tests, and failed functional tests of the release travel of the slide release mechanism. This AD requires inspecting the off-wing slide release cables on the left- and right-hand sides to determine whether a certain part number is installed, and replacement if necessary. We are issuing this AD to prevent non-availability of left- or right-hand off-wing exit slides that could impair emergency evacuation of the passengers and flightcrew, and could result in personal injuries.
55-18-01: 55-18-01 CONVAIR: Applies to All Models 240 and 340 Aircraft. Compliance required as soon as practicable but not later than January 1, 1957. 1. Because of instances of inadvertent propeller reversing due to malfunctioning of the solenoid operated throttle locks and improper operation of throttles at time of touchdown on landing, a more positive means of preventing inadvertent movement of the throttles into the reverse segment of the throttle quadrant must be installed. 2. This modification consists of the installation of a protective device which will require a separate and distinct motion by the flight crew member accomplishing the reversing, in order to place the throttles in the reverse pitch range. It must also provide safeguards against disarming or unlocking of this protective device when the throttle levers are further forward than idle setting or, if it is possible to unlock at a forward power setting; movement of the throttles toward idle from slow cruise orlanding gear warning positions shall reengage the lock prior to reaching the idle position. 3. Convair Bulletins Numbers 240-460A and 340-141A covering this modification are an acceptable method of compliance. Alternate designs may be acceptable if the objectives of this directive, as expressed in paragraph 2 have been met. However, because of the many technical considerations involved, all alternate methods of accomplishing this modification should be referred to FAA for engineering evaluation and approval.
47-30-03: 47-30-03 CESSNA: (Was Mandatory Note 13 of AD-722-5.) Applies to All UC-78 and AT-17 Series Airplanes. Compliance required prior to October 15, 1947. Inspect the wing of 5,400- and 5,700-pound gross weight airplanes to determine that the wing has been properly identified as a 5,700-pound wing. The 5,700-pound wing has the following salient identification features: (a) Laminated (8 to 10 ply) birch plywood reinforcement on the rear face of the rear spar (instead of spruce block found on the 5,100-pound wing) extending continuously through the center section from nacelle to nacelle. Ends of this plywood plate are scarfed out just inboard of each nacelle bearing block. (b) Continuous plywood flanges 1 to 1 1/2 x 1/16-inch are found on both sides of the lower cap strips of wing ribs between the front and rear spars on 5,700-pound wings. 5/16 x 5/16 found in the 5,100-pound wing. (c) The diagonal in nose ribs of the 5,700-pound wing is 5/16 x 7/16 insteadof 5/16 x 5/16 found in the 5,100-pound wing. (Wings which cannot be identified as outlined above are not eligible for certification above 5,100 pounds gross weight.)
98-24-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Mooney Aircraft Corporation (Mooney) Models M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K, M20L, M20M, and M20R airplanes. This AD requires inspecting the aileron control links for the installation of a reinforcing gusset; and, if no gusset is installed, repetitively inspecting the aileron control links (left-hand and right-hand) for cracks. If cracks are found, this AD requires replacing the aileron control links with parts of improved design. This AD is the result of service difficulty reports (SDR's) on the aileron control links and reported failures of the aileron control links. The actions specified by this AD are intended to detect and correct cracked aileron control links, which could result in loss of aileron control with consequent loss of control of the airplane.
2004-13-01: This amendment supersedes an existing airworthiness directive (AD) that applies to Dowty Aerospace Propellers (Dowty) Type R334/4-82-F/13 propeller assemblies. That AD currently requires a one-time ultrasonic inspection of propeller hubs, part number (P/N) 660709201, for cracks. This amendment requires initial and repetitive ultrasonic inspections of propeller hubs, P/N 660709201, that are installed on airplanes, and for hubs and propellers in storage, initial ultrasonic inspection of propeller hubs before placing in service. Propeller hubs, P/N 660709201, are installed on Type R321/4-82-F/8, R324/4-82-F/9, R333/4-82-F/12, and R334/4-82-F/13 propeller assemblies. This amendment results from the manufacturer's reevaluation of potential hub failure on Type R321/4-82-F/8, R324/4-82-F/9, R333/4-82-F/12, and R334/4-82-F/13 propeller assemblies. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in loss of control of the airplane.
2021-26-04: The FAA is superseding Airworthiness Directive (AD) 2019-18-08 which applied to all Engine Alliance (EA) GP7270 and GP7277 model turbofan engines. AD 2019-18-08 required a visual inspection of the engine fan hub assembly, initial and repetitive eddy current inspections (ECIs) of the engine fan hub blade slot bottom and blade slot front edge for cracks, and replacement of the engine fan hub blade lock assembly for certain affected engines. This AD continues to require initial and repetitive ECIs and adds an ultrasonic test (UT) inspection. This AD also lowers the repetitive ECI threshold, and requires an independent inspection of the engine fan hub assembly at the next disassembly and the next reassembly of the engine fan hub blade lock assembly and a visual inspection of the engine fan hub assembly for damage. This AD also requires replacement of the engine fan hub assembly with a part eligible for installation if damage is found outside serviceable limits. This AD was prompted by an uncontained failure of the engine fan hub. The FAA is issuing this AD to address the unsafe condition on these products.
48-05-03: 48-05-03 BELLANCA: Applies to 14-13 and 14-13-2 Serial Numbers 1060 Through 1576. Compliance required by March 15, 1948. Install a 3/16-inch bolt with self-locking nut and three washers (installed as spacers) through each of the brackets which retain the trim tab brass trunnions at the tab and elevator. Install the bolt 7/16 of an inch above the trunnion centerline to prevent spreading of the brackets. (Bellanca Service Bulletin No. 14 covers this same subject.)
96-12-22: This amendment adopts a new airworthiness directive (AD) that applies to Cessna Aircraft Company (Cessna) engine oil filter adapter assemblies installed on aircraft. This action requires inspecting the oil filter and adapter assembly (or torque putty, if installed) for oil leakage and proper installation of the adapter retaining nut and fretting of associated threads (security), and replacing any oil filter adapter assembly with security problems; applying torque putty between the engine filter adapter assembly, nut, and oil pump housing (unless already equipped with torque putty); and repetitively inspecting the torque putty for misalignment, evidence of oil leakage, or torque putty cracks, and reinspecting the oil filter and adapter assembly threads if misalignment, evidence of oil leakage, or torque putty cracks are found. Reports of loose or separated engine oil filter adapters on several airplanes prompted this action. The actions specified by this AD are intended toprevent loss of engine oil caused by loose or separated oil filter adapters, which, if not detected and corrected, could result in engine stoppage while in flight and loss of control of the airplane.
2004-13-03: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce (1971) Limited, Bristol Engine Division (RR) Model Viper Mk.601-22 turbojet engines. This AD requires reducing the life of certain 1st stage turbine rotor blades from 7,000 hours time-in-service (TIS) to 4,600 hours TIS, and provides a drawdown schedule for blades that have already exceeded the new reduced life limit. This AD results from the manufacturer's investigations into failures of 1st stage turbine rotor blades. We are issuing this AD to prevent multiple failures of 1st stage turbine rotor blades that could result in a dual-engine shutdown.
48-45-01: 48-45-01 FAIRCHILD: Applies to All M-62 Series Aircraft. Compliance required at each annual inspection. (1) Inspect plywood butt plates for separation from wing spar ends. Remove only if loose and inspect spar end for rot which requires repair or replacement. Separation of spar laminations does not require replacement if the glue joints between spar webs and caps are sound. Glue new butt plates to spar ends working glue into any cracks between laminations. (2) Cut a total of sixteen 1/2-inch diameter inspection holes in wing lower skin. These should be centered at the front edges of both spars at four approximately equally spaced sparwise stations in each outer panel. Use caution to avoid cutting the spars and ribs. Inspect spars for rot and separation of the plywood webs from the caps. Deteriorated parts should be scrapped or repaired. Dope fabric patches over holes. (3) Provides 1/4-inch drain holes in lower skin with centers not more than 1/4 inch from front face of spars and from outer edge of each rib wherever holes are missing or have greater spacing. Clean out all dirt built up above edges of holes to insure complete drainage. Install seaplane grommets at all drain holes in areas splashed by water from landing wheels. This supersedes AD 48-07-04.
2021-05-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC225LP helicopters. This AD requires various inspections of the left-hand side (LH) engine fuel supply (fuel supply) hose and depending on the inspection results, reinstalling the fuel supply hose or removing the fuel supply hose from service. Additionally, this AD requires installing an improved part and prohibits installing a certain part-numbered LH fuel supply hose on any helicopter unless it is installed by following certain procedures. This AD was prompted by a report of an incorrect installation of the LH fuel supply hose causing restricted fuel flow to the LH engine. The FAA is issuing this AD to address the unsafe condition on these products.
2004-12-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes. This AD requires replacement of a certain transformer rectifier unit (TRU) with a certain new TRU. This action is necessary to prevent ignition of the input filter capacitors of the TRU in position 2 of the avionics compartment, which could potentially result in smoke in the cockpit. This action is intended to address the identified unsafe condition.
48-07-01: 48-07-01 CESSNA: Applies to 120 and 140 Aircraft Serial Numbers 8001 Through 14329. Compliance required by May 1, 1948, and at each annual inspection thereafter. Inspect the two bolts attaching the horizontal stabilizer to the fin post for tightness and proper length. If no bolt threads extend through the fiber lock rings of the anchor nuts inside the stabilizer attachment fitting, or if the bolts show any indication of having backed off when checked with a wrench, they should be replaced with AN 4-5A bolts on Serial Nos. 10091 and up, or AN 3-5A bolts on earlier serial numbers. In making the tightness check use caution to avoid stripping the threads in the anchor nut. If the new bolts do not develop at least 3 inch- pounds torque in the anchor nut, AN 4-H5A or AN 3-H5A (drilled head) bolts should be substituted and safetied together with wire. Check the clearance of the elevator horn and horn bolts with respect to the cutouts in the fin spar and increase it to a minimum of 1/8 inch wherever necessary. (Cessna Service Letter No. 52 covers this same subject.)
47-41-02: 47-41-02 BELL: (Was Mandatory Note 14 of AD-1H-2.) Applies to Models 47B and 47B3 Helicopters. Compliance required prior to next flight after receipts of parts from Bell Aircraft Corp., but, in any event, not later than January 1, 1948. To prevent excessive vibration and subsequent failure of the main oil line from the oil cooler to the oil filter, two additional supports must be installed for this oil line, one each at the bends near the oil filter and oil cooler. (Bell Service Bulletin 47C28 (revised), dated July 1, 1947, covers this same subject.)
2012-13-01: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aerosystems Model 340A (SAAB/SF340A) and SAAB 340B airplanes. This AD was prompted by reports indicating that wear of the elevator pushrods has occurred on some airplanes after extended time in service. This AD requires determining if a certain part number is installed, performing a detailed inspection for individual play between the elevator pushrod assembly and degradation of elevator pushrod assembly, and replacing the affected elevator pushrod assembly with a new elevator pushrod assembly if necessary. We are issuing this AD to prevent a free elevator from affecting the pitch control authority, which may result in reduced controllability of the airplane.
2004-12-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that requires repetitive inspections of the intercostals that back up the door stops and hinges at door 2 left and door 2 right for cracks, and corrective action, if necessary. This amendment also provides for an optional terminating action for the repetitive inspections. This action is necessary to prevent fatigue cracks from propagating in the intercostals, which could lead to the loss of a door in flight and subsequent rapid decompression. This action is intended to address the identified unsafe condition.
47-21-19: 47-21-19 REPUBLIC: (Was Mandatory Note 9 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 5 to 238, Inclusive. Compliance required not later than the next 25 hours of operation subsequent to July 1, 1947, but in no case later than September 1, 1947. Inspect parking brake, battery, mixture and carburetor heat flexible controls for presence of brass ferrule or AN 742D3 clamp on split sleeve at operating end of these controls. If clamp or ferrule is not installed, split metal sleeve can open permitting casing to slide out when control is actuated thus rendering the control ineffective. The above clamp should be installed immediately. (Seabee Service News No. 10, dated January 13, 1947, covers this subject.)
2012-11-13: We are adopting a new airworthiness directive (AD) for the Aeronautical Accessories, Inc. (AAI), High Landing Gear Aft Crosstube Assembly (aft crosstube) installed on certain Bell Helicopter Textron, Inc. (Bell) and Agusta S.p.A. (Agusta) model helicopters as an approved Bell part installed during production or based on a Supplemental Type Certificate (STC). This AD requires certain recurring visual, dimensional, and fluorescent penetrant inspections of each aft crosstube, and replacing any cracked crosstube. This AD also requires establishing a life limit and creating a component history card or equivalent record for one of the affected part-numbered aft crosstubes. This AD was prompted by three reports of failed crosstubes because of cracks. The actions are intended to prevent failure of a crosstube, collapse of the landing gear, and subsequent loss of control of the helicopter.
2021-23-01: The FAA is adopting a new airworthiness directive (AD) for all Stemme AG Model Stemme S 12 gliders. This AD was prompted by 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 an airspeed indicator (ASI) with speed markings inconsistent with the approved and published values. This AD requires inspecting the ASI markings and, depending on findings, either replacing the ASI or amending the existing aircraft flight manual (AFM) until the ASI is replaced. The FAA is issuing this AD to address the unsafe condition on these products.
2000-01-19: This amendment adopts a new airworthiness directive (AD) applicable to Eurocopter Deutschland GMBH (ECD) Model EC 135 P1 and EC 135 T1 helicopters. This action requires inspecting main rotor expansion bolt safety wires, bolt heads, and bolt nuts; replacing any unairworthy expansion bolt with a hexagon bolt; and, as necessary, replacing any bolt nut before further flight. This AD also requires replacing each expansion bolt, regardless of condition, no later than January 31, 2000. This amendment is prompted by reports of main rotor blade expansion bolt nuts becoming loose. This condition, if not corrected, could result in severe vibration during flight and subsequent loss of control of the helicopter.
2004-12-16: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F series airplanes, that currently requires repetitive inspections to verify operation of the remote control circuit breakers (RCCB) of the alternating current (AC) cabin bus switch, and replacement of any discrepant RCCB with a new RCCB. This amendment requires the existing actions per a later service bulletin revision. The actions specified by this AD are intended to prevent propagation of smoke and fumes in the cockpit and passenger cabin due to one or more inoperable RCCBs of the AC cabin bus switch during smoke and fume isolation procedures. This action is intended to address the identified unsafe condition.
67-03-06: 67-03-06 LOCKHEED: Amdt. 39-341 Part 39 Federal Register January 20, 1967. Applies to Models 188A and 188C Series Airplanes Except Those Which Incorporate the P/N 2007-3 Piston in the Main Landing Gear Door Actuating Cylinders. Compliance required as indicated. To detect cracking in the radius of the junction of the piston head and piston rod of part number 1662-3, accomplish the following: (a) Within the next 50 landings after the effective date of this AD, unless already accomplished within the last 50 landings before the effective date of this AD, and thereafter at intervals not to exceed 100 landings from the last inspection until 700 landings after the effective date of this AD has been reached, accomplish the following or an equivalent approved by the Chief, Aircraft Engineering Division, FAA, Western Region. (1) Inspect visually the MLG door actuating cylinders for indications of loss of hydraulic fluid through the air vent filters of the cylinder. Ref: Item14, Figure 3, Section 32-2 of Electra Parts Catalog. (2) If leakage is noted during the inspection required in (a)(1) before further flight, comply with the accomplishment instructions of Lockheed Service Bulletin 88/SB-642, Section 2, Part II, Items A through I. Items E and F of the Accomplishment Instructions notwithstanding, replace a cracked P/N 1662-3 piston with a P/N 2007-3 piston, or an uncracked P/N 1662-3 piston with less than 2,050 landings, or an uncracked P/N 1662-3 piston with more than 2,050 landings that has been shot peened in accordance with Lockheed Service Bulletin 88/SB-642, Section II, Item F. Shot peening is not required on previously shot-peened P/N 1662-3 pistons. All P/N 1662-3 pistons with less than 2,050 landings must be shot peened, if uncracked, before the accumulation of 2,050 landings. Those P/N 1662-3 pistons with more than 2,050 landings, if uncracked, must be shot peened before further flight. (b) Within the next 700 landings after the effective date of this AD, unless already accomplished within the last 700 landings before the effective date of this AD, and thereafter at intervals not to exceed 1,400 landings from the date of the last inspection, comply with the accomplishment instruction required in (a)(2). (c) The requirements of this AD may be discontinued when the P/N 1662-3 piston is replaced by a P/N 2007-3 piston. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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 increase for that operator. (Lockheed Service Bulletin 88/SB-642 covers this same subject.) This directive effective January 20, 1967.
47-27-02: 47-27-02 DOUGLAS: (Was Service Note 4 of AD-762-7.) Applies to All C-54-DC Series and DC-4 Airplanes. \n\n\tInspection required at intervals not to exceed 170 hours. \n\n\tOpen the quick-opening type inspection doors in the bottom of the outer wing and center wing section surfaces forward of the front spar and aft of the center spar. Inspect spar web structure for loose rivets, cracks, or other irregularities. Pay particular attention in the fuel tank areas for evidence of fuel leaks which will indicate cracked spar webs or rivets and seam leaks. \n\n\tAll spar web cracks which are found after accomplishment of AD 46-27-01 (Service Bulletin C-54-205. "Rework - Integral Fuel Tanks") or cracks that are located in areas to which the Service Bulletin C-54-205 does not apply, should be repaired in accordance with Douglas Drawing No. 5354811, "Service Rework-Station 463, Outer Wing, Center Spar", and No. 3344236, "Repair-Integral Tank Spar Web Crack". \n\n\tRevised March 21, 1961.