Results
94-23-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111, -211, and -231 airplanes, that requires modification of the currently installed one-stage shock absorbers on the main landing gear to two-stage shock absorbers. This amendment is prompted by the results of an evaluation of the air-to-ground sensing logic relative to the operation of other airplane systems during landing in adverse weather conditions. The actions specified by this AD are intended to prevent a delay in sensing by the air-to-ground logic system that the airplane is on the ground, which could prevent the airplane from achieving the landing distances specified in the FAA-approved Airplane Flight Manual (AFM).
2022-03-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by reports of loose or disconnected powerplant FIREX interconnection hoses. This AD requires replacing certain existing FIREX hose assemblies with a newly designed FIREX hose assembly, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2004-14-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, that requires repetitive detailed and eddy current inspections on the main fittings of the main landing gears (MLG) to detect discrepancies, and related investigative/corrective actions if necessary. This action also requires servicing the shock strut of the MLGs; inspecting the shock strut of the MLGs for nitrogen pressure, visible chrome dimension, and oil leakage; and servicing any discrepant strut. This action is necessary to detect and correct premature cracking of the main fittings of the MLGs, which could result in failure of the fittings and consequent collapse of the MLGs during landing. This action is intended to address the identified unsafe condition.
2022-02-20: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH (AHD) Model MBB-BK 117 C-2 and MBB- BK 117 D-2 helicopters. This AD was prompted by report that a collective bellcrank-K was found incorrectly installed on a helicopter. This AD requires inspecting the collective bellcrank-K to determine if it is correctly installed and has a correct position marking and, depending on the findings, applicable corrective actions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also allows installation of an affected collective bellcrank-K, provided certain instructions are followed. The FAA is issuing this AD to address the unsafe condition on these products.
47-42-07: 47-42-07 DOUGLAS: (Was Mandatory Note 4 of AD-781-1.) Applies to the Following DC-6 Airplanes: AAL Serial Numbers 42855 to 42858, Inclusive; and UAL Serial Numbers 42866 to 42869, Inclusive. \n\nTo be accomplished not later than next engine change. \n\nIn order to prevent possible injury to flight crew members, it is necessary to install a spring in the handle operating mechanism of both windshield corner window assemblies. The purpose of the spring is to return the operating mechanism handle to a flush position when released in the open window position. To accomplish this, remove the AN 393-35 pin and the NAS 75-3-007 bushings from the attaching point of 2335660 wedge and the upper end of 4335656 channel on 5243829 windshield corner window assembly. Install 5243829F-4 clips on the inside of each leg of channel. Rework 2335658F-6 link. Install 5243829F-2 spring to clips and eyebolt. Install wedge to upper end of channel. Repeat the foregoing operations for removal and installation of identical parts to 5243829-1 windshield corner window assembly. \n\n(Douglas Service Bulletin DC-6 No. 19 covers this same subject.)
99-07-01: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to Sikorsky Model S-76C helicopters, that currently requires, before further flight, inserting new operating limitations and performance data into the Rotorcraft Flight Manual (RFM) which require lower allowable gross weights for certain operational conditions. This amendment requires the same actions as the priority letter AD, but updates the previously referenced RFM's. This amendment is prompted by the discovery that the RFM's referenced in the priority letter AD have been revised. The actions specified by this AD are intended to provide the correct RFM references and to prevent an inability to achieve the published One-Engine-Inoperative (OEI) performance and subsequent loss of control of the helicopter.
2004-13-25: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A330, A340-200, and A340-300 series airplanes, that currently requires repetitive inspections to check the play of the eye-end of the piston rod of the elevator servo- controls, and follow-on corrective actions if necessary. This amendment requires the replacement of certain elevator servo-controls with new, improved servo-controls. The actions specified by this AD are intended to detect and correct excessive play of the eye-end of the piston rod of the elevator servo-controls, which could result in failure of the elevator servo-control. This action is intended to address the identified unsafe condition. DATES: Effective August 13, 2004. The incorporation by reference of certain publications, as listed in the regulations, is approved by the Director of the Federal Register as of August 13, 2004. The incorporation by reference of certain other publications, aslisted in the regulations, was approved previously by the Director of the Federal Register as of July 20, 2000 (65 FR 37476, June 15, 2000).
48-11-04: 48-11-04 REPUBLIC: Applies to Model RC-3 Aircraft. Compliance required by April 15, 1948. To provide security for the hydraulic pump handle attachment, the four self-locking nuts now used should be replaced by three AN 310-4 and one AN 310-5 castle nuts and cotters. The fulcrum bolt is already drilled for a cotter. The present clevis bolts may be drilled for the cotter or may be replaced by two AN 24-17 and one AN 24-13 clevis bolts. (Republic Service Bulletin No. 22 covers this same subject.)
2022-02-19: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Deutschland GmbH (AHD) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, and EC135T3 helicopters. This AD was prompted by a report of restricted collective lever movement caused by entanglement of the emergency flashlight strap with the cargo hook emergency release lever, causing the emergency flashlight to leave its seat. This AD requires replacing each affected emergency flashlight with a serviceable part, 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.
48-50-03: 48-50-03 MARTIN: Applies to Model 202 Aircraft. Compliance required prior to reinstalling autopilot servo control systems. Provide guards at joints of the stabilizer and wing flap torque tube systems in accordance with, or equivalent to, Martin Service Bulletin No. 72, dated October 22, 1948.
43-07-01: 43-07-01 FAIRCHILD: (Was Service Note 2 of AD-724-2.) Applies to M-62 Series Aircraft. At each periodic inspection, examine the wing center-section front and rear spars for wood deterioration and weakened glue joints due to moisture accumulation. (Method of inspection and repair, if necessary, are covered in Fairchild Service Maintenance Bulletin 45-62- 1, dated March 10, 1945.)
2022-03-10: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report indicating that during maintenance, a fuse pin retaining the main landing gear support structure (MLGSS) was found incorrectly engaged in the trunnion block and improperly secured with the associated retaining pin, due to incorrect installation during assembly. This AD requires inspecting the fuse pins and associated retaining pins of the MLGSS for such discrepancies, and corrective action if necessary, 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.
2004-14-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that currently requires, among other actions, replacing the ground support bracket(s); and rerouting the ground cables of the galley external power and main external power, as applicable. This amendment requires replacing ground support brackets with new brackets, and replacing ground cables of the galley external power and main external power with new cables; as applicable. This amendment also requires an inspection to detect the presence of a fillet seal at the ground brackets and to detect excessive length and correct terminations of the ground cables of the galley and main external power, as applicable; and corrective actions if necessary. The actions specified by this AD are intended to prevent arcing and heat damage to the attachment points of the main external and galley power receptacle ground wire, insulation blankets outboard andaft of the receptacle area, and adjacent power cables, which could result in smoke and fire in the forward cargo compartment. This action is intended to address the identified unsafe condition.
2022-02-08: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model AB412 and AB412 EP helicopters. This AD was prompted by a report that certain oil and fuel check valves are susceptible to cracking. This AD requires determining whether the affected oil and fuel check valves are installed, visually inspecting the oil and fuel check valves for any crack, and depending on the inspection results, removing certain parts from service. This AD also requires removing affected parts from service and installing serviceable parts, and 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.
47-10-34: 47-10-34 LOCKHEED: (Was Service Note 5 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. (a) Revised exhaust system ball joint assemblies (Solar P/N CV-611 and CV-615-1 through CV-615-18, reworked in accordance with Solar E. O. Nos. 16696 and 16697), as called for in LAC Service Bulletin 49/SB-93 and AD 47-10-15, above, may continue to be used, provided a rigid inspection for condition is made in accordance with LAC Service Information Letter No. 42, except that the lowest periodic inspection interval listed on each operator's approved aircraft maintenance specification may be used instead of the 30-hour period referred to in the Lockheed Letter. (b) The revised exhaust system ball joints described in part (a) of this Note may be reinstalled after completion of the 250-hour period referred to in LAC Service Information Letter No. 42, provided that each ball joint is disassembled as far as practicable at the end of these 250- hour periods and unsatisfactory parts are replaced. This 250-hour disassembly period may be increased upon application by an operator and approval by the FAA, provided the service record of the components used by the operator justified the increase requested. (c) When the revised exhaust system ball joints, described in part (a) of this AD, are replaced by new type Solar ball joint parts, as listed in LAC Service Bulletin 49/SB-94, the overhaul period for exhaust system ball joints may be established as the same as the engine overhaul period approved for the operator involved. Intermediate inspections similar to those described in LAC Service Information Letter No. 42 shall be conducted on the new type ball joint assemblies at intervals as specified in the operator' approved aircraft maintenance specification.
49-44-02: 49-44-02 CONVAIR: Applies to All Model 240 Series Aircraft. To be accomplished not later than August 1, 1950. Due to difficulties being located during the special inspections of the horizontal tail presently required by Airworthiness Directive 48-51-02, mandatory corrective action is now considered to be necessary. These difficulties include cracking of the left elevator leading edge ribs, cracking of the left elevator structure at the elevator flight tab hinge brackets, excessive wearing of the tab hinge pins, and loosening of the balance weights on the elevators and rudder. If allowed to progress, these difficulties could result in tail flutter or other hazardous conditions; therefore, it is considered necessary that the following rework be accomplished on all individual Convair Model 240 Series aircraft: 1. Install the revised elevator flight tab assembly, CVAC P/N 240-2210401-78. (CVAC Service Bulletin No. 240-56A covers this same subject.) 2. Reinforcethe left elevator leading edge ribs outboard of Station 111.6, and strengthen the means of attaching the rudder and both left and right elevator balance weights. (CVAC Service Bulletin No. 340-176A covers this same subject.) 3. Replace the present tab hinge pins and bushings with close tolerance bolts and bushings. (CVAC Service Bulletin No. 240-205 covers this same subject.) 4. Reinforce the left elevator ribs at the flight tab hinge points. (CVAC Service Bulletin No. 240-225 covers this same subject.) 5. Reinforce the left elevator leading edge ribs and the carry-through structure from leading edge ribs to the corresponding ribs aft of the spar, at Station 111.6 and inboard. (CVAC Service Bulletin No. 240-268 covers reinforcement of the nose ribs. The portion of CVAC Service Bulletin No. 240-219 pertaining to Station 111.6 and inboard, covers reinforcement of the carry-through structures.) 6. Replace 4 of the 10 rivets in each of the inboard elevator hinge brackets which attach CVAC P/N 240-2110702 to the bracket assembly with 3/16 inch close tolerance steel bolts or steel rivets. (CVAC Service Information Letter No. 415 covers this same subject and shows location of the specific rivets to be replaced.) 7. Between horizontal stabilizer station B. L. 50.50 and B. L. 59.50, add 4 rivets (AN 462-4-14 blind rivets may be used) to both the upper and lower surfaces. The rivet line should be 0.44 inch aft of the aft face of the vertical leg of the front spar cap (approximately 1/2 inch aft of the leading edge of the skin, i.e., 1/2 inch aft of the butt joint between the stabilizer leading edge skin and interspar skins). The rivets should be evenly spaced between B. L. 50.50 and B. L. 59.50 and not closer than 5/8 inch to any existing rivet. (CVAC Service Difficulties and Parts Failures Report No. 245 covers this same subject.) Although evidence indicates that horizontal tail failures will be materially reduced after incorporation of the above, some additional cracking may yet occur. Therefore, special inspections required by AD 48-51-02 must be continued until sufficient evidence of trouble-free operation has been supplied to the FAA to warrant discontinuance of these inspections. This supersedes AD 49-17-01.
2004-14-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 0100 series airplanes, that currently requires repetitive inspections of certain main landing gear (MLG) main fittings to detect forging defects, and rework of the main fittings if necessary. This amendment requires either replacement of each MLG with a MLG that has main fittings that have been inspected and reworked, or various one-time inspections of the main fittings and rework if necessary. Either of these actions constitutes terminating action for the repetitive inspections. This action also revises the applicability by adding airplanes. The actions specified by this AD are intended to detect forging defects of the MLG main fittings, which could lead to cracking and result in significant structural damage to the airplane and possible injury to the occupants. This action is intended to address the identified unsafe condition.
2012-14-09: We are adopting a new airworthiness directive (AD) for certain P&W PW4000 series turbofan engines. This AD was prompted by reports of 3rd and 4th stage vane fractures in the low-pressure turbine (LPT) of certain PW4000-94'' and PW4000-100'' turbofan engines. This AD requires dimensional inspections of LPT 3rd stage vanes and the rear turbine case, inspection of LPT 4th stage vanes at the next LPT overhaul and removal of vanes with non-conforming airfoil fillet radii and vanes with more than one strip and recoat repair. This AD also requires disassembly and reassembly of the 2nd stage high-pressure turbine (HPT) rotor and 3rd stage LPT rotor at the next HPT and LPT overhauls. We are issuing this AD to prevent 3rd and 4th stage vane fractures in the LPT, damage to the LPT rotor, uncontained engine failure, and damage to the airplane.
2022-02-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC120B helicopters. This AD was prompted by a report of geometrical non-conformities in the tail rotor blade (TRB) root section discovered during an accident investigation of a Model EC130B helicopter. Due to the similarity of design and production requirements, certain TRBs for the Model EC120B helicopters were inspected and geometrical non-conformities were also found. This AD requires an inspection (dimensional check) to verify conformity, and replacement of certain TRBs if necessary, 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.
47-10-37: 47-10-37 LOCKHEED: (Was Service Note 8 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2071. At periods not to exceed 500 hours, check the tightness of the inboard pair of bolts in the outboard fulcrum and the outboard pair of bolts in the inboard fulcrum of each main landing gear, using a torque wrench. A continuous record should be kept to show whether these bolts become more loose with time; therefore, these bolts should not be tightened during the periodic inspections. When any of these 8 bolts loosen to a torque wrench reading of approximately 900 inch-pounds, all fulcrum bolts (16 per airplane) should be removed, the fitting holes countersunk 0.064 x 45 degrees to accommodate the bolt head fillets, the bolts replaced and tightened to a torque wrench reading of 2,300-2,500 inch-pounds. The 500-hour inspection may then be discontinued. (Lockheed Service Bulletin 49/SB-51, revised March 3, 1947, covers this same subject.)
2022-02-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by reports of wear damage found between the bonding clamps and the fuel feed tubes inside the left- and right-hand fuel tanks. This AD requires repetitive inspections of the fuel feed tubes for damage, replacement if necessary, and modification of the fuel feed line installation inside the left- and right-hand fuel tanks, which would terminate the repetitive inspections, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2004-13-23: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas DC-9-82 (MD-82) and DC-9-83 (MD-83) airplanes; and Model MD-88 airplanes, that requires inspection of the captain's and first officer's seat track locking pins for insufficient engagement caused by seat track misalignment, and corrective actions if necessary. This action is necessary to prevent uncommanded movement of the captain's and first officer's seats during takeoff and landing, which could result in interference with the operation of the airplane and consequent temporary loss of control of the airplane. This action is intended to address the identified unsafe condition.
48-34-02: 48-34-02 Applies to All Aircraft Engaged In Sulphur Dusting. Replaces Airworthiness Maintenance Bulletin No. 63. Compliance at time of original certification or if previously certificated and Airworthiness Maintenance Bulletin No. 63 has not been complied with compliance required by October 1, 1948. To decrease the hazards from fire during dusting operations involving the use of sulphur dust the following fire preventive measures, formerly in Airworthiness Maintenance Bulletin No. 63 must be complied with: (1) The engine exhaust system must be so arranged that it will not discharge exhaust gases under or along the bottom of the airplane. (2) The fuselage aft of and in the vicinity of the hopper must be completely bonded. All fittings and struts adjacent to the hopper should be bonded to each other and the hopper to the fuselage. (3) The agitator should be provided with sealed bearings or the bearings should be readily accessible for lubrication. (4) The hopper gate should be of nonferrous material, well fitted to irs guide channels to prevent friction and accumulation of dust in the channels and should be bonded to the hopper. (5) The lower surface of the fuselage, in the immediate vicinity and 3 feet aft of the spreader discharge opening must be covered with thin-gage metal, plywood or equivalent fire resistant material. Where fabric on the bottom of the fuselage is not eliminated in this installation, the protective covering, to be installed on the outside of the fabric, must be secured in such a manner that will prevent accumulation of dust between the protective covering and the fabric. This may be accomplished by using sealants such as acetate doped fabric tape or other adhesives to bond the protective covering to the fabric. Aircraft which do not comply with these measures shall be restricted, against the use of sulphur for dusting, on the operation limitations.
99-05-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a one-time detailed visual inspection of the outboard sequence carriage attachment fitting for the presence and condition of a shim and any loose fastener, and follow-on corrective actions, if necessary. This amendment is prompted by a report that a piece of the left wing inboard foreflap came off during a landing approach and struck and penetrated the airplane fuselage. The actions specified by this AD are intended to prevent the failure of the outboard sequence carriage fitting, which could allow the wing inboard foreflap to separate and penetrate the fuselage, possibly injuring passengers and crewmembers.
2004-14-03: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes, that requires a one-time inspection of the ailerons to determine if certain actions were accomplished previously, and related investigative and corrective actions if necessary. This action is necessary to prevent damage to the rear spar rib-to-rib attachment cleats and the aft rib elements of the fixed tabs of the ailerons. Such damage could lead to reduced structural integrity and consequent failure of the ailerons, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.