Results
74-17-03: 74-17-03 DEHAVILLAND: Amendment 39-1914. Applies to Model DHC-2 (Mk I) Beaver Airplane. Compliance required within the next 110 hours in service after the last inspection pursuant to this directive and thereafter at intervals not to exceed 110 hours in service from a preceding inspection. To prevent carbon monoxide from entering the airplane cabin, accomplish the following: (a) For airplanes using the intensifier tube cabin heater system, remove the tube and perform a visual inspection on both the intensifier tube and the exhaust pipe for any holes, cracks, flaking or weld separations. (b) For airplanes using heater jackets, remove the jacket and perform the same inspection as in (a) above. Replace or repair parts found to have any holes, cracks flaking or weld separations. Make welding repairs in accordance with Advisory Circular AC 43.13-1 or an FAA approved equivalent. Upon submission of substantiation data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, Eastern Region, may adjust the repetitive inspection intervals specified in this AD. This Directive supersedes Airworthiness Directive 57-13-02. This amendment is effective August 12, 1974.
55-15-05: 55-15-05 DOUGLAS: Applies to All DC-7 Aircraft Below Fuselage No. 486 Equipped With Hamilton Standard Propellers. \n\n\tCompliance required by first scheduled engine change after November 1, 1955, but not later than November 1, 1956. \n\n\tTo increase the integrity of the propeller feathering system in the event of a powerplant fire, all existing propeller feathering lines located forward of the firewall in zone 2 must be replaced with lines and flexible hose assemblies which will meet current fireproof and fire resistant requirements. \n\n\t(a)\tInstall Aeroquip 304 protective sleeves on the propeller feathering line forward of the feathering pump, in accordance with Aeroquip Drawing 304005-10S-46. Resistoflex SSFR-3800-10 hose assembly and Aeroquip 309009-10S hose assembly are also considered acceptable for this application. \n\n\t(b)\tRemove the existing short 304 sleeves from the feathering pump supply line between the oil tank and feathering pump and install a fireproof cover, Douglas P/N 3500614-2. Aeroquip 601000 hose assembly equipped with Aeroquip 304 full-length protective sleeve, or Aeroquip 680-16S hose assembly equipped with Aeroquip 304 short sleeves covering the end fittings are also considered acceptable for this application. \n\n\t(Douglas Service Bulletin DC-7 No. 74 dated July 19, 1955, covers this same subject.)
67-30-03: 67-30-03 FAIRCHILD-HILLER: Amdt. 39-503 Part 39 Federal Register November 2, 1967. Applies to Type FH-227 Airplanes, and Type F-27A, F-27F, F-27G and F-27J Airplanes. Compliance required as indicated. To detect cracks in the rudder skin, stiffeners, and rear spar flange located between the ribs of the lower section of the rudder, 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 150 hours' time in service, and thereafter at intervals not to exceed 200 hours' time in service from the last inspection, comply with (b). (b) Visually inspect for cracks the left and right rudder skins from Stations 10 to 71 between the middle and rear spars. By manual compression of the left and right rudder skins, inspect for indications of cracks in the rudder stiffeners at Stations 16, 28, 40, 52 and 64 between the middle and rear spars, and in the rear spar flanges at these stations, or use an FAA-approved equivalent inspection. If a skin crack or indications of a crack in the stiffeners or rear spar flanges are found, comply with (d). (c) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 300 hours' time in service, and thereafter at intervals not to exceed 400 hours' time in service from the last inspection, comply with (b) on FH-227 airplanes modified in accordance with Fairchild-Hiller Service Bulletin No. 27-4 (FH 227) dated December 27, 1966 or later FAA-approved revision, and on F-27 airplane modified in accordance with Fairchild-Hiller Service Bulletin No. 27-42 (F-27) dated December 27, 1966 or later FAA-approved revision, or an FAA-approved equivalent modification. If a skin crack or indications of a crack in the stiffeners or rear spar flanges are found, comply with (d). (d) Repair cracked parts in accordance with Part 43 of the Federal Aviation Regulations or replace them with an unused part of the same part number or an FAA-approved equivalent before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. (e) The repetitive inspection specified in (c) may be discontinued on FH-227 airplanes modified in accordance with Fairchild-Hiller Service Bulletin No. 27-11 (FH-227) Revision No. 1, dated September 7, 1967 or later FAA-approved revision, and on F-27 airplanes modified in accordance with Fairchild-Hiller Service Bulletin No. 27-54 (F-27) Revision No. 1, dated September 7, 1967 or later FAA-approved revision, or an FAA approved equivalent modification. (f) Equivalent inspections may be approved by an FAA maintenance inspector, Equivalent parts, Service Bulletin revisions, and modifications, must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance times specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This supersedes Amendment 39-390 (Part 39 F.R. April 8, 1967), AD 67-12-03. This amendment effective November 1, 1967.
2013-22-21: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron, Inc. (Bell), Model 206A, 206B, 206L, 206L-1, 206L- 3, 206L-4, and 407 helicopters with an Apical Industries, Inc. (Apical) emergency float kit installed under Supplemental Type Certificate (STC) Number SR01535LA. This AD was prompted by an incident in which the floats installed on a helicopter failed to deploy. This AD requires inspecting, labeling, and replacing the float inflation hoses. We are issuing this AD to prevent failure of the emergency floatation gear to deploy during an emergency event.
56-20-06: 56-20-06 HAMILTON STANDARD: Applies to All Hamilton Standard Governors Installed on Wright TC18DA and TC18EA Series Turbocompound Engines. Compliance required prior to October 15, 1956. Subsequent to October 15, 1956, no Hamilton Standard governor drive gear shafts P/N 67035 shall be used in their governors installed on Wright TC18 Series turbocompound engines. This supersedes AD 56-02-02.
2000-24-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Hawker 800A (U-125A) and Hawker 800XP series airplanes, that requires inspecting the roller clearance in the nose landing gear drag stay and making any necessary adjustments. This amendment is prompted by reports indicating multiple findings of roller clearances that are in excess of specifications. The actions specified by this AD are intended to prevent the inability to extend the nose landing gear, which could result in damage to the airplane upon landing.
2000-23-14: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Pratt & Whitney JT9D series turbofan engines. This AD will require installation of an improved No. 4 bearing internal oil pressure tube, initial and repetitive inspections of the No. 4 bearing oil pressure tube for turbine exhaust case (TEC) strut clearance and alignment, and, if necessary, replacement with serviceable parts. This amendment is prompted by loss of integrity in the oil system that allows oil to migrate into high temperature metal cavities in the turbine exhaust case and cause oil fires. The actions specified by this AD are intended to prevent oil fires in and around the No. 4 bearing area that could cause excessive thermal growth of the sixth stage low pressure turbine (LPT) disk, liberation of the sixth stage LPT disk, uncontained engine failure, and damage to the airplane.
2013-22-15: We are adopting a new airworthiness directive (AD) for Sikorsky Model S-76A, B, and C helicopters to require certain inspections of each spindle cuff assembly or blade fold cuff assembly for a crack. If there is a crack, this AD requires replacing the cracked part. If there is no crack, this AD requires applying white paint to the inspection area to enhance the existing inspection procedure. This AD was prompted by discovery of cracks in the spindle cuffs. The actions are intended to prevent failure of a spindle cuff assembly or blade fold cuff assembly, loss of a rotor blade, and subsequent loss of control of the helicopter.
54-13-01: 54-13-01 SIKORSKY: Applies to All Model S-55 Helicopters. Compliance required as indicated. 1. The twelve (12) AN 73A bolts which clamp the S510170 retainer to the bottom of S10-10-4302 rotating star, and the eight (8) AN 73A bolts which clamp the S510156 retainer to the top of the S10-10-4302 rotating star should be replaced. The 20 new bolts should be torqued to 25-35 inch-pounds. These replacements are to be accomplished every 60 hours until the AN 74A bolts called for in item 2. are incorporated. 2. At the next major overhaul period of the star assembly S10-10-4300, replace the twenty (20) AN 73A bolts covered in 1 with 1/4-inch diameter AN 74A bolts. The AN 74A bolts should be relocated between the existing holes. When the AN 74A bolts have been incorporated, the replacements of 1 are no longer required. 3. At the next major overhaul period of the star assembly S10-10-4300, replace the twelve (12) AN 509-10R-35 screws which secure the clamp the S12-10-4015 liner and the Y96PW1-DB bearings to the S12-10-4013 stationary star. The screws should be torqued to 35- 40 inch-pounds. (Sikorsky Service Information Circular No. 1410-222 dated March 4, 1952, through Revision D dated April 15, 1954, covers this same subject.)
2013-22-13: We are adopting a new airworthiness directive (AD) for certain PILATUS Aircraft Ltd. Model PC-7 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 chafing on the wiring harness attached to the engine mounting frame on the right-hand side of the engine compartment, which could cause a short circuit and could result in a fire in the engine compartment. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-02-25: This document adopts a new airworthiness directive (AD) that applies to all Mitsubishi Heavy Industries, Ltd. (Mitsubishi) Model MU-2B series airplanes. This AD requires you to revise the Airplane Flight Manual (AFM) to include requirements for activating the airframe pneumatic deicing boots. This AD is the result of reports of in-flight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to assure that flightcrews have the information necessary to activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. Without this information, flightcrews could experience reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
2013-22-16: We are adopting a new airworthiness directive (AD) for certain Agusta S.p.A. (Agusta) Model AW139 helicopters. This AD requires replacing certain solder splices in the co-pilot audio system. This AD was prompted by the discovery of improper installation of solder splices on the co-pilot audio system causing intermittent noise through the audio system during flight. The actions of this AD are intended to prevent degradation and complete loss of communications between the pilot and co-pilot during flight, impairing the co-pilot's capability to react immediately to operational difficulties, which could lead to subsequent loss of control of the helicopter.
2013-22-11: We are superseding Airworthiness Directive (AD) 2009-10-06 for certain The Boeing Company Model 747-400 and -400D series airplanes. AD 2009-10-06 required repetitive inspections to detect cracks in the floor panel attachment fastener holes of the Section 41 upper deck floor beam upper chords, and corrective actions if necessary; and repetitive post-repair and post-modification inspections, and corrective actions if necessary. This new AD adds repetitive inspections of Section 44 upper deck floor beam upper chords, and corrective actions if necessary; repetitive post-repair and post- modification inspections, and corrective actions if necessary; and replacement of the upper deck floor beam upper chords. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that certain upper chords of the upper deck floor beam are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking in certain upper chords of the upper deck floor beam, which could become large and cause the floor beams to become severed and result in rapid decompression or reduced controllability of the airplane.
75-21-02: 75-21-02 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-2380. Applies to Models BO-209 airplanes, S/N's 101 thru 201, and 301, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the fuselage carry-through member of the wing, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the rear side of the beam web of fuselage frame No. 2 for cracks, in accordance with paragraph C.1. of Messerschmitt-Bolkow-Blohm (MBB) Service Bulletin No. 209-20-1 7/74 dated 7/74, or an FAA-approved equivalent. (b) If the inspection required by paragraph (a) of this AD reveals cracks, before further flight, repair and reinforce fuselage frame No. 2 in accordance with MBB Instruction No. MBB 209-1/74, undated, or an FAA-approved equivalent. (c) If the inspection required by paragraph (a) of this AD reveals no cracks, within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, reinforce fuselage frame No. 2 in accordance with MBB Instruction No. MBB 209-1/74, undated, or an FAA-approved equivalent. This amendment becomes effective October 16, 1975.
73-11-01: 73-11-01 HUGHES: Amendment 39-1641. Applies to Hughes Model 269C Helicopters, certificated in all categories, incorporating idler pulley bearings, P/N 269A5050-62. Compliance required as indicated: To prevent possible failure of idler pulley bearings, accomplish the following: (A) For all helicopters, serial numbers 0004 through 0092 listed in Hughes Service Information Notice No. N-90.1, dated September 7, 1971, which, as of the effective date of this AD, have idler pulley bearings, P/N 269A5050-62 installed, (1) but have not previously had the replacement and inspection of the bearings accomplished as described in said Notice; perform the replacement and inspection described in said Notice, or later FAA-approved revisions, within the next 50 hours time in service on helicopters having 150 or more hours time in service on the bearings on the effective date of this AD, or at the first 200 hour periodic inspection on helicopters having less than 150 hours time inservice on the bearings on the effective date of this AD. Repeat the installation and inspection, per (C), below. (2) and have previously had the replacement and inspection of the bearings accomplished as described in said Notice as of the effective date of this AD, perform the replacement and inspection instructions in said Notice, or later FAA-approved revisions, before the accumulation of 600 hours total time in service on the bearings, or within 50 hours additional time in service after the effective date of this AD, whichever occurs later. Repeat the installation and inspection, per (C), below. (B) For all helicopters, other than those listed in (A) above, which as of the effective date of this AD, have idler pulley bearings P/N 269A5050-62 installed, with less than 600 hours total time in service, replace the bearings with new P/N 269A5050-62 bearings within 50 hours additional time in service after the effective date of this AD, or before the accumulation of 600 hours total time in service, whichever occurs later, in accordance with the replacement and inspection instructions in Hughes Service Information Notice No. N-90.1, or later FAA-approved revisions. All helicopters with bearings with 600 hours or more total time in service as of the effective date of this AD, replace the bearings with new P/N 269A5050-62 bearings within 50 hours time in service after the effective date of this AD, in accordance with the replacement and inspection instructions in Notice No. N-90.1, or later FAA-approved revisions. Repeat the installation and inspection per (C), below. (C) Thereafter, replace the idler pulley bearings, at or before the accumulation of 600 hours total time in service on the bearing, in accordance with the instructions provided in Hughes Service Information Notice No. N-90.1 dated September 7, 1971, or later FAA-approved revisions. (D) Mutilate and discard old bearings per Part II, Hughes Service Information Notice No. N-90.1, dated September 7, 1971, or later FAA-approved revisions. NOTE: Special caution should be exercised in performing the TIR runout and end play checks of Part III of the Notice. (E) Equivalent replacement and inspection procedures of idler pulley bearing may be approved by the Chief, Aircraft Engineering Division, FAA, Western Region. This amendment becomes effective May 21, 1973.
2018-07-14: We are adopting a new airworthiness directive (AD) for certain 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 insufficient engagement of the couplings with the flex drive of the rudder trim drive system. We are issuing this AD to require actions to address the unsafe condition on these products.
2013-22-14: We are adopting a new airworthiness directive (AD) for any DG Flugzeugbau GmbH Model DG-1000T glider equipped with a Solo Kleinmotoren Model 2350 C engine. 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 engine shaft failure and consequent propeller detachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-23-34: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-300, -400, and -500 series airplanes, that requires replacement of the existing autothrottle computer with a new, improved autothrottle computer. This amendment is prompted by reports of asymmetric thrust conditions during flight caused by irregular autothrottle operation in which the thrust levers slowly move apart causing the airplane to bank excessively and go into a roll. The actions specified by this AD are intended to prevent such conditions, which could result in loss of control of the airplane.
2003-13-05: This amendment adopts a new airworthiness directive (AD) that applies to all Iniziative Industriali Italiane S.p.A. (3I) Models Sky Arrow 650 TC and 650 TCN airplanes. This AD requires you to repetitively inspect the engine mount for cracks and modify or replace the engine mount if cracks are found. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to detect and correct cracks in the engine mount, which could result in failure of the engine mount. Such failure could lead to separation of the engine from the airplane.
2013-21-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 727 airplanes. This AD was prompted by certain mandated programs intended to support the airplane reaching its limit of validity (LOV) of the engineering data that support the established structural maintenance program. This AD requires, for certain airplanes, a modification of the web of the horizontal stabilizer center section rear spar. For the other airplanes, this AD requires an inspection for cracks in the web, and repair or modification as applicable. We are issuing this AD to prevent cracking at the upper fastener holes in the riveted web in the horizontal stabilizer center section rear spar, which could result in failure of the spar forging and lead to horizontal stabilizer separation and loss of control of the airplane.
72-03-04: 72-03-04 CESSNA: Amdt. 39-1388. Applies to Model 421B (S/Ns 421B0001 through 421B0149) airplanes. Compliance: Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent blockage of the crankcase vent line by ice with subsequent engine failure due to loss of engine oil, accomplish the following modifications in accordance with Cessna Service Letter ME72-2, dated January 28, 1972, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region: A) Install a protective insulation sleeve over the crankcase vent line and scarf the vent line outlet to face aft. B) Install propeller shaft seal retainer on each engine. This amendment becomes effective February 4, 1972.
2013-20-02: We are adopting a new airworthiness directive (AD) for Bell Model 230 helicopters. This AD requires installing a placard on the instrument panel and revising the limitations section of the rotorcraft flight manual (RFM). This AD was prompted by several incidents of third stage engine turbine wheel failures, which were caused by excessive vibrations at certain engine speeds during steady-state operations. These actions are intended to alert pilots to avoid certain engine speeds during steady-state operations, prevent failure of the third stage engine turbine, engine power loss, and subsequent loss of control of the helicopter.
2003-13-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Iniziative Industriali Italiane S.p.A. (3I) Models Sky Arrow 650 TC and 650 TCN airplanes. This AD requires you to modify the nose gear support bulkhead (STA600). This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent failure of the nose gear support bulkhead (STA600). Such failure could lead to loss of control of the airplane during landing or take-off.
2018-07-11: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F28 Mark 0100 airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by interference between certain passenger service unit (PSU) panels, when in the deployed/open position, and the nearby emergency exit door cover. We are issuing this AD to address the unsafe condition on these products.
2013-22-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, and -106 airplanes; and Model DHC-8-200, -300, and -400 series airplanes. This AD was prompted by reports of excessive wear found in the clevis (bolt) hole where the rod assembly attaches to the rudder/brake pedal bellcrank, due to prolonged fretting. This AD requires measuring the bellcrank clevis holes, inspecting for cracking of the bellcrank, and re-working the clevis holes with steel bushings, or replacing the bellcrank. We are issuing this AD to detect and correct a worn or cracked clevis hole, which could cause failure of the bellcrank on one side, with subsequent asymmetric braking and consequent runway excursion.