Results
2012-12-11: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada (Bell) Model 206, 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, 206L-3, and 206L-4 helicopters, with Aviation Specialties Unlimited, Inc. (ASU), Night Vision Imaging System (NVIS) lighting modified by Supplemental Type Certificate SR01383SE (STC). This AD requires determining the date of STC installation, determining if the aircraft has an unfiltered turbine outlet temperature (TOT) internal over-temperature warning light, and based on those findings, installing an NVIS filter. This AD was prompted by the finding that an unfiltered TOT indicator over-temperature warning light, when illuminated, created glare and reflections that could degrade the pilot's view while using night vision goggles thereby creating an unsafe condition. The actions of this AD are intended to modify any unfiltered TOT indicator unit over-temperature warning light by installing a filter to prevent degradation of the pilot's vision while using night vision goggles and to prevent subsequent loss of control of the helicopter.
2012-12-05: We are superseding two existing airworthiness directives (ADs) for certain Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. The first existing AD currently requires, for certain airplanes, repetitive inspections of the Station (STA) 348.2 frame to detect cracking under the stop fittings and intercostal flanges at stringers S-14L, S-15L, and S-16L, and corrective action if necessary. The second existing AD currently requires repetitive inspections to detect cracking of the intercostal webs, attachment clips, and stringer splice channels, and corrective action if necessary. This new AD requires that the inspection for cracking under the stop fittings be done on additional airplanes; extends the repetitive interval for certain airplanes; adds a one-time inspection to detect missing fasteners; and updates or adds certain inspection and repair instructions. This new AD also requires, for certain airplanes, repetitive inspections of the cargo barrier net fitting for cracking, and repair if necessary. This new AD also adds, for certain airplanes, repetitive inspections for cracking of the stringer S-15L aft intercostal, and repair if necessary. This AD was prompted by reports of cracking of the STA 348.2 frame above the two outboard fasteners attaching the frame inner chord and door stop fittings, and in the outboard chord at stringer S-16L. We have also received reports of missing fasteners in the STA 348.2 frame inner chord. We are issuing this AD to detect and correct fatigue cracking of the intercostals on the forward and aft sides of the forward entry door cutout, which could result in loss of the forward entry door and rapid decompression of the airplane.
67-22-06: 67-22-06 LYCOMING: Amdt. No. 39-448, Part 39, Federal Register July 20, 1967. Applies to Model IO- 320 Series, IO-360-A1A, -A2A, -B1B, -B1C, -B1D, -C1A, IVO-360-A1A, HIO-360-A1A, -B1A, -B1B, -C1A, IO-540-C1B5, -C1C5, -C2C, C4B5 and D4A5 engines. Engines equipped with the latest Bendix RSA-5 Series fuel injectors listed below are excepted as follows: Parts list numbers with suffix numbers after the serial number as shown or higher are excepted. (Where a suffix number does not appear, compliance is required.) Serial No./ Serial No./ Parts List Suffix No. Parts List Suffix No. 2524054-2 S.N./33 2524189-2 S.N./10 2524119-2 S.N./15 2524213-2 S.N./7 2524145-3 S.N./24 2524216-2 S.N./12 2524147-3 S.N./14 2524199-2 S.N./15 2524171-2 S.N./10 Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failures of the Delrin stemmed fuel diaphragm assembly P/N 2520887 or 2523067, accomplish the following: Remove fuel diaphragm assembly P/N 2520887 or P/N 2523067, and spring holder P/N 2520636 and replace with fuel diaphragm assembly P/N 2523307, either uncoated or green teflon coated, retainer cup P/N 2523478 and nut P/N 178491. (Lycoming Service Bulletin No. 305B covers this subject.) This amendment effective August 9, 1967.
74-11-06: 74-11-06 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-1853 as amended by Amendment 39-1962. Applies to AiResearch Model TFE731-2-1C and -2-2B engines installed in, but not limited to, AMD-BA Falcon 10 and Lear-Gates Learjet model 35/36 aircraft, certificated in all categories. Compliance required after the effective date of this AD, as amended, as indicated, unless previously accomplished. To prevent improper operation of the engine fuel control computer due to voltage transients in the electrical system, accomplish the following: (A) Before further engine operation, modify the fuel control computer, P/N 949572-5, in accordance with AiResearch Service Bulletin TFE731-76-3002, dated April 25, 1974, or later FAA-approved revisions; or (B) Replace the fuel control computer P/N 949572-5, with a fuel control computer P/N 949572-8. Note: 1. With regard to the AMD-BA Falcon 10 aircraft, modified per (A) or (B) above, the Secretariat General A L' Aviation Civile (SGAC), in agreement with AiResearch, has advised that no airplane flight manual modification is required. Immediate implementation by operators of the procedures set forth in AiResearch operating information letter, OI731-2, dated April 20, 1974, is urgently recommended by the Federal Aviation Administration. 2. With regard to the Lear-Gates Model 35/36, modified per (A) or (B) above, the FAA- approved AFM provides appropriate operation instructions. (C) This is interim AD action. Further modifications are under development by the manufacturer. (D) Aircraft may be flown to a base for performance of maintenance required by this AD per FAR's 21.197 and 21.199." Amendment 39-1853 became effective May 28, 1974, for all persons except those to whom it was made effective immediately by telegram dated May 3, 1974. This amendment 39-1962 becomes effective September 23, 1974.
2012-10-14: We are adopting a new airworthiness directive (AD) for SOCATA Model TBM 700 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 installation of an incorrect part number during overhaul of the nose landing gear. We are issuing this AD to require actions to address the unsafe condition on these products.
2012-11-12: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model AW139 helicopters to determine if the hardware that attaches the upper end of collective control rod C2 to torque tube C3 is properly installed. This AD is prompted by the discovery of an incorrectly-attached collective control rod. These actions are intended to prevent separation of the collective control rod from the torque tube, loss of control of the collective pitch, and subsequent loss of control of the helicopter.
76-05-01: 76-05-01 BELL: Amendment 39-2530. Applies to Bell Model 206B helicopters, serial numbers 914 through 1413, certificated in all categories. Compliance required within 200 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failure of the inboard ribs on the horizontal stabilizers, P/N 206-020- 119 and 206-020-123, replace any cracked inboard ribs and modify all inboard ribs by installing a doubler specified in, and using, the applicable procedures described in Items 3 through 24, Bell Helicopter Company Service Bulletin No. 206-01-73-7, Revision D, dated August 5, 1974, or later FAA approved revision. Equivalent methods of compliance with this airworthiness directive may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. Exemptions issued for Amdt. 39-1954, AD 74-19-03, are approved equivalent means of compliance withthis airworthiness directive. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective April 5, 1976.
2012-11-08: We are adopting a new airworthiness directive (AD) for certain WACO Classic Aircraft Corporation Models 2T-1A, 2T-1A-1, and 2T-1A-2 airplanes. This AD requires inspection of the front and rear horizontal stabilizer spar assemblies with replacement of parts as necessary. This AD was prompted by cracking of the horizontal stabilizer spars, which could lead to failure of the horizontal spars with consequent loss of control. We are issuing this AD to correct the unsafe condition on these products.
2012-09-11: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GMBH (ECD) Model MBB-BK 117 C-1 and C-2 helicopters. This AD requires installing a placard that corresponds to the maximum permissible flight altitude, amending the Rotorcraft Flight Manual (RFM) to revise the maximum permissible operating altitude, and inserting revised performance charts into the RFM. This AD also requires a repetitive maintenance ``MAX N1 CHECK'' to determine the appropriate maximum altitudes. This AD also requires, if the engine or a Fuel Control Unit (FCU) or module 2 or 3 is replaced, repeating the maintenance ``MAX N1 CHECK.'' Finally, this AD specifies that modifying both engines would provide terminating action for the AD requirements. This AD was prompted by the failure of a ``few'' engines to reach the specified one-engine-inoperative (OEI) rating at altitudes above 10,000 feet. The actions of this AD are intended to prevent flights at altitudes where the full OEI engine power cannot be reached and subsequent loss of control of the helicopter if an OEI operation is required.
76-05-06: 76-05-06 HAMILTON STANDARD: Amendment 39-2537. Applies to propeller Models 54H60-63, -81, -91, -111, -117 and -125. Compliance required within the next 200 hours time in service after the effective date of this AD, unless already accomplished within the last 1800 hours time in service, and thereafter at intervals not to exceed 2000 hours. To prevent wear of pitchlock regulator extension sleeve threads resulting in looseness and possible separation of the extension sleeve from the pitchlock regulator accomplish the following: Check the torque required to turn the extension sleeve, P/N 541850, Rev. C or later revision, in a clockwise (tightening direction), in accordance with Hamilton Standard Service Bulletin HS Code 54H60 No. A 73, Rev. 1 dated January 2, 1976 or later revision or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. (a) If a running torque is not obtained up to a maximum applied static torque of 130 ft. lb., return pitchlock regulator to service. (b) If the running torque required to turn the extension sleeve is less than 100 ft. lbs., remove extension sleeve and inspect threads for wear. Remove from service extension sleeves with worn threads. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Hamilton Standard, Division of United Technologies Corporation, Windsor Locks, Connecticut 06096. These documents may also be examined at the office of the Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on March 17, 1976.
66-04-01: 66-04-01 GENERAL ELECTRIC: Amdt. 39-548 Part 39 Federal Register February 5, 1966. Applies to Models CJ805-3, -3A, -3B, -23, -23B, and -23C Turbojet Engines. Compliance required as indicated. To prevent the failure of thrust reverser, accomplish the following: (a) Remove from service second stage turbine discs with less than 7,000 cycles on the effective date of this AD before the accumulation of 7,200 cycles. (b) Remove from service second stage turbine discs with 7,000 or more cycles on the effective date of this AD within the next 200 cycles. (c) For the purpose of this AD, the number of cycles equals the number of flights that involve an engine operating sequence consisting of engine starting, takeoff operation, landing, and engine shutdown. The number of cycles may be determined by actual count or, subject to acceptance by the assigned FAA maintenance inspector, may be calculated by dividing each second stage turbine disc's hours time in service by theoperator's fleet average time per flight (involving an engine operating sequency consisting of engine starting, takeoff operation, landing, and engine shutdown) for airplanes equipped with General Electric CJ805 engines. (d) The disc life specified in this AD may be extended to 10,000 cycles provided the discs meet the criteria outlined in paragraphs 1.k and 2 of General Electric Service Bulletin (880) 72-263 or (990) 72-272. This amendment is effective February 7, 1968. (General Electric telegram to CJ805 operators dated December 1, 1965, pertains to this subject.) This directive effective February 3, 1966.
2017-06-06: We are superseding Airworthiness Directive (AD) 2012-22-15, which applied to all Fokker Services B.V. Model F28 Mark 0070 and Mark 0100 airplanes. AD 2012-22-15 required revising the maintenance program to incorporate the limitations, \n\n((Page 8329)) \n\ntasks, thresholds, and intervals specified in certain revised Fokker maintenance review board (MRB) documents. This new AD requires revising the maintenance or inspection program, as applicable, to incorporate new maintenance requirements and airworthiness limitations. This AD was prompted by new and more restrictive airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2003-08-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that currently requires a one-time detailed inspection to detect discrepancies of all electrical wiring installations in various areas of the airplane; and corrective actions, if necessary. This amendment requires another identical inspection in additional fuselage stations, and corrective actions, if necessary. This amendment is prompted by a report from the airplane manufacturer that it failed to include 41 inches of fuselage in the previously required inspection. The actions specified by this AD are intended to prevent electrical arcing and/or heat damaged wires due to improper wire installations during manufacture and/or maintenance of the airplane, and consequent fire and smoke in various areas of the airplane.
2012-11-04: We are superseding an existing airworthiness directive (AD) for certain Bombardier Inc. Model CL-215-1A10 and CL-215-6B11 (CL-215T Variant) airplanes. That AD currently requires repetitive inspections to detect cracking of the lower cap of the wing front and rear spars at wing station (WS) 51.00, and the wing lower skin. Additional actions, if cracking is found, include reworking the lower cap of the front or rear spar, inspecting for cracking, and repairing any cracking. The existing AD also requires reporting inspection results. This new AD requires extending the inspection area of the rear spar lower cap from WS 51.00 to WS 49.50 and modifying the ultrasonic inspection calibration procedure. This AD was prompted by reports of cracking found outside the inspection area. We are issuing this AD to detect and correct cracking of the lower caps of the wing front and rear spars, and lower wing skin, which could result in reduced structural integrity of the airplane.
65-17-01: 65-17-01\tBOEING: Amdt. 39-108 Part 39 Federal Register July 24, 1965. Applies to Model 727 Series Airplanes. \n\n\tCompliance required within the next 600 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent inadvertent thrust reversing from failure to the locking pin, replace the thrust reverser lockout actuator piston, P/N 65-37853-2, on each engine, with actuator piston, P/N 65- 37853-3, in accordance with Boeing Alert Service Bulletin No. 78-18, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective August 23, 1965.
2012-11-01: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-Trent 800 series turbofan engines. This AD requires removal from service of certain critical engine parts based on reduced life limits. This AD was prompted by RR adding a new flight profile and an associated set of life limits. We are issuing this AD to prevent the failure of critical rotating parts, which could result in uncontained failure of the engine and damage to the airplane.
2021-18-13: The FAA is adopting a new airworthiness directive (AD) for all General Electric Company (GE) CF34-8 model turbofan engines with a certain outer shell combustion liner (combustion outer liner shell) installed. This AD was prompted by two in-flight engine shutdowns (IFSDs) that occurred as a result of failures of the combustion outer liner shell. This AD requires a borescope inspection (BSI) or visual inspection of the combustion outer liner shell and, depending on the results of the inspection, possible replacement of the combustion outer liner shell. The FAA is issuing this AD to address the unsafe condition on these products.
2012-11-07: We are adopting a new airworthiness directive (AD) for all Honeywell International, Inc. ALF502L-2C; ALF502R-3; ALF502R-3A; ALF502R-5; LF507-1F; and LF507-1H turbofan engines. This AD was prompted by two reports of engines experiencing uncontained release of low-pressure (LP) turbine blades. This AD requires operational checks of the engine overspeed trip system. We are issuing this AD to prevent LP turbine overspeed leading to uncontained release of the LP turbine blades and damage to the airplane.
98-24-28: This amendment adopts a new airworthiness directive (AD), applicable to certain Allison Engine Company 250-B and 250-C series turboshaft and turboprop engines, that requires replacing existing beryllium copper main fuel control (MFC) bellows assemblies with Inconel 718 stainless steel welded MFC bellows assemblies. This amendment is prompted by reports of leaking MFC bellows assemblies resulting in an uncommanded minimum fuel flow condition, loss of engine fuel flow control and subsequent forced landing. The actions specified by this AD are intended to prevent MFC bellows assembly leakage, which can result in an uncommanded minimum fuel flow condition and subsequent loss of engine fuel flow control.
75-14-03: 75-14-03 BEECH: Amendment 39-2248. Applies to Model 200 series (Serial Numbers BB-2 through BB-66) airplanes in which the Collins AP105 autopilot is installed. Compliance: Required as indicated, unless already accomplished. To prevent the aircraft from exceeding 60 degrees bank angle as a result of an autopilot hard over, accomplish the following: A) Within the next 10 hours' time in service after receipt of the air mail letter dated June 11, 1975, or after the effective date of this AD, whichever occurs first, install the following placard adjacent to the autopilot controller: UNCOUPLE AUTOPILOT ABOVE 10,000 FEET MSL" and operate the aircraft in accordance with this limitation. B) Modify the Collins AP105 autopilot in accordance with Beechcraft Service Instructions No. 0744-180 or later revisions, or by the accomplishment of any equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. C) Upon accomplishment of the modification provided in Paragraph B, compliance with the provisions of Paragraph A is no longer required. This amendment becomes effective July 3, 1975, to all persons except those to whom it was made effective earlier by air mail letter issued June 11, 1975.
98-25-01: This amendment supersedes Airworthiness Directive (AD) 96-23-19, which currently requires installing a new flap actuator overtravel stop and a roll pin through the overtravel stop and jack screw on certain Air Tractor, Inc. (Air Tractor) Models AT-300, AT-400, and AT-500 series airplanes. This AD requires replacing the existing flap actuator overtravel stop with a new one of improved design. This AD is the result of reports of the jack screw breaking through the roll pin hole on three of the affected airplanes that were already in compliance with AD 96-23-19. The actions specified by this AD are intended to prevent interference between the flap pushrod and the aileron pushrod caused by the flap actuator overtravel nut disengaging, which could result in loss of aileron control.
2018-04-07: We are adopting a new airworthiness directive (AD) for all 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 a report of incidents involving fatigue cracking in transport category airplanes that are approaching or have exceeded their design service objective and a structural reevaluation by the manufacturer that identified additional structural elements that qualify as structural significant items (SSIs). This AD requires revising the maintenance or inspection program, as applicable, to include inspections that will give no less than the required damage tolerance rating (DTR) for certain SSI, performing repetitive inspections to detect cracks of all SSIs, and repairing cracked structures if necessary. Additionally, this AD requires all cracks involving an SSI or related structure in close vicinity to the SSI to be reported to Boeing. We are issuing this AD to address the unsafe condition on these products.
98-24-23: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model SE.3160, SA.316B, SA.316C, and SA.319B helicopters. This action requires inspecting certain horizontal stabilizer spar tubes and replacing them if cracks are found or repairing them if crazing, corrosion, fretting marks, or scratches are found and are repairable. This amendment is prompted by several service reports of spar tube corrosion and fatigue cracks discovered during normal maintenance inspections, which could cause loss of the horizontal stabilizer and subsequent loss of control of the helicopter.
2003-08-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplane models. This amendment requires repetitive inspections for chafing or potential chafing of the wiring for the throttle control module (TCM) on the center pedestal in the flight deck compartment, corrective actions if necessary, an inspection of the TCM to determine its part number and configuration, and modification of the TCM. Doing this modification terminates the repetitive inspections. The actions specified by this AD are intended to prevent chafing \nof wiring inside the TCM, fuel shutoff lever lights, and/or aft pedestal lightplates due to degradation of protective sleeving, which could result in electrical arcing and failure of the auto throttle/ speed control system and consequent smoke and/or fire in the cockpit.
2012-10-01: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (BHTC) Model 427 helicopters which requires replacing certain tailboom attachment hardware and at certain intervals thereafter, determining the torque of that tailboom attachment hardware. This AD was prompted by a review of the tailboom attachment installation, which revealed that the torque value of the bolts specified in the BHTC Model 427 Maintenance Manual and applied during manufacturing was incorrect and exceeded the torque range recommended for the bolts. The actions are intended to prevent an over- torque of the tailboom attachment bolt (bolt), bolt failure, loss of the tailboom, and subsequent loss of control of the helicopter.