Results
2004-25-51: The FAA is adopting a new airworthiness directive (AD) for all Raytheon Aircraft Company (Raytheon) Beech Models 45 (YT-34), A45 (T- 34A, B-45), and D45 (T-34B) airplanes. This AD requires you to perform an inspection and/or modification program approved specifically for this AD by the FAA Wichita Aircraft Certification Office (ACO). This AD is the result of a total of three accidents on the affected airplanes, including a recent accident where the wing separated from the airplane in flight. We are issuing this AD to detect and correct cracking in the wing structure of the affected airplanes, which could result in the wing separating from the airplane with consequent loss of control of the airplane.
2008-21-07R1: We are revising airworthiness directive (AD) 2008-21-07 for certain Dowty Propellers model R408/6-123-F/17 propellers. AD 2008-21- 07 required initial and repetitive inspections of the blade bonded metallic leading edge (L/E) guards for correct bonding until they accumulate more than 1,200 flight hours (FH) time-in-service. This AD requires the same inspection and replacement requirements of AD 2008- 21-07. This AD also provides an optional terminating action to those requirements. This AD was prompted by updated service bulletins that identify terminating action to the requirements of AD 2008-21-07. We are issuing this AD to prevent the loss of the bonded metallic L/E guard of the propeller, which could result in damage to the propeller or to the airplane, or injury to personnel.
2023-07-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 airplanes. This AD was prompted by reports the overwing emergency exit door (OWEED) escape line may be incorrectly routed. This AD requires inspecting the OWEED escape line and correcting the routing if required, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2023-07-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
79-15-05: 79-15-05 MCDONNELL DOUGLAS: Amendment 39-3515. Applies to Model DC-10-10, -10F, -30, -30F, -40 series airplanes certificated in all categories. Compliance required as indicated. To assure immediate indication to the flight crew of any asymmetric wing slat condition, accomplish the following: \n\n\ta.\tBefore further flight, after the effective date of this AD: \n\n\t\t(1)\tInstall two auto throttle/speed control computers in accordance with FAA approved type design data to provide stall warning based on both right and left angle of attack sensors and on the positions of both outboard wing slat groups in addition to previously required inputs, or; \n\n\t\t(2)\tModify the stall warning and auto slat system to provide information from two angle of attack sensors and the positions of both outboard wing slat groups to a single auto throttle/speed control computer in accordance with design data approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNOTE: The stall warning and auto slat functions of the auto throttle/speed control computer are the functions required by this AD. \n\n\tb.\tWithin 30 days after the effective date of this AD, add the following to the limitations section of the FAA approved Airplane Flight Manual: \n\n\t"TAKEOFF WARNING \n\n\tThe slat function of the takeoff warning system must be operative for takeoff." \n\n\tc.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of modifications required by this AD. \n\n\td.\tAlternative modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective July 13, 1979.
96-23-08: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146 and Model Avro 146-RJ series airplanes, that requires repetitive tests of the integrity of the electrical circuit between the windshear computer and the flap position sensor, and repair of the electrical wiring, if necessary. This amendment also requires replacement of certain windshear computers with new computers, which, when accomplished, terminates the repetitive tests. This amendment is prompted by a report indicating that the existing windshear computer is not capable of detecting a signal indicating loss of flap position; this could result in the flightcrew following erroneous computer-generated guidance. The actions specified by this AD are intended to prevent the incapability of the windshear computer to detect the true flap position, which, if not corrected, could result in the inability of the flightcrew to avoid a windshear encounter, and consequent reduced controllability of the airplane.
2008-18-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: It has been found cases where the pressure equalization valve was not installed in the left-hand bulkhead blowout panel, on the forward and/or aft cargo compartments, thus affecting the effectiveness of fire detection, containment and suppression. We are issuing this AD to require actions to correct the unsafe condition on these products.
2023-06-05: The FAA is adopting a new airworthiness directive (AD) for all Bell Textron Canada Limited Model 206A, 206A-1 (OH-58A), 206B, 206B-1, 206L, 206L-1, 206L-3, and 206L-4 helicopters. This AD was prompted by a loss of tail rotor (TR) drive due to a failure of an adhesively bonded joint between an adapter and a tube on one of the segmented TR drive shaft (TRDS) assemblies. This AD requires determining if an affected TRDS is installed; repetitively inspecting the bond line for damage; repetitively performing a proof load test of the TRDS assembly; and depending on the results of the inspections or the proof load tests, removing an affected TRDS from service and replacing it with a serviceable TRDS. This AD also prohibits installing a TRDS unless it meets certain requirements, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2004-19-01: The FAA adopts a new airworthiness directive (AD) that will supersede AD 86-26-04, which applies to certain Cessna Aircraft Company (Cessna) 120, 140, 140A, 150, F150, 170, 172, F172, FR172, P172D, 175, 177, 180, 182, 185, A185E, 190, 195, 205, 205A, 206, P206, P206E, TP206A, TU206, TU206E, U206, U206E, 207, T207, 210, T210, 336, 337, and T337 series airplanes. AD 86-26-04 currently requires you to inspect and, if necessary, modify the pilot/co-pilot upper shoulder harness adjusters that have certain Cessna accessory kits incorporated. This AD is the result of reports that additional airplanes have the same unsafe condition and the manufacturer revised the service information to add these airplanes and correct the part number of the shoulder harness adjusters. Consequently, this AD retains the actions of 86-26-04, adds additional airplanes to the applicability section of this AD, and incorporates the revised service information. We are issuing this AD to prevent slippage of the pilot/co-pilot shoulder harness, which could result in failure of the shoulder harness to maintain proper belt length adjustment and tension. Such failure could result in pilot/co- pilot injury.
97-02-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that currently requires, among other things, replacing certain yaw damper servos in the autopilot system, or rendering the servo inoperative. The actions specified by that AD are intended to prevent overheat failure of the Flight Control Computer (FCC), which could result in smoke in the flight deck that could inhibit the ability of the flightcrew to safely operate and land the airplane. This new amendment requires installation of circuit breakers on the avionics relay panel, which, when accomplished, constitutes terminating action for the previous requirements of the AD.
83-01-04: 83-01-04 DETROIT DIESEL ALLISON: Amendment 39-4539. Applies to Detroit Diesel Allison (DDA) Model 250-C28B and -C28C series engines with turbine assembly serial numbers CAT 70001 thru 70186, 70188, and 70191. Compliance required, as indicated, unless already accomplished. To prevent possible damage to the first stage turbine wheel due to oil fires caused by the improper U-ring gasket or the proper U-ring gasket incorrectly installed at the No. 8 bearing retainer plate, accomplish the following: a. Within the next 5 hours time in service after the effective date of this AD, inspect and pressure test the No. 8 bearing sump area, in accordance with Detroit Diesel Allison Commercial Engine Alert Bulletin CEB- A-72-2082, dated January 3, 1983, or later FAA approved revisions, on affected turbine assemblies that meet either of the following conditions: 1. Turbine Assemblies with less than 500 hours time since new. 2. Turbine Assemblies that are experiencing or have experienced oil consumption in excess of one quart (0.9 liter) per hour. NOTE: Turbine Assemblies that have been overhauled and have had the pressure check accomplished or have been operated for more than 500 hours time since new, and have less than one quart (0.9 liter) per hour oil consumption are not required to have the inspection and pressure test. b. Inspect and pressure test, before initial flight, uninstalled affected turbine assembly No. 8 bearing sump area per Detroit Diesel Allison Commercial Engine Alert Bulletin CEB-A-2082, dated January 3, 1983, or later FAA approved revisions. Special flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate aircraft to a base where compliance with this AD can be accomplished. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines,Illinois 60018. This amendment becomes effective January 24, 1983.
2023-06-03: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-401 and - 402 airplanes. This AD was prompted by an investigation of incorrectly manufactured sleeves that were potentially installed in the main landing gear (MLG) forward door linkage assembly. This AD requires review of technical records and inspections to determine if a discrepant sleeve is installed, replacement of any discrepant sleeve and re-identification of the MLG forward door linkage assembly. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2004-25-14: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplane models, that requires an inspection of the retract cylinder support fitting and the cylinder bore of the support fitting of both main landing gear (MLG) for corrosion, and corrective action if necessary. This action also requires replacing cadmium-plated retract cylinder support bushings and bearings of both MLG. This action is necessary to detect and correct corrosion to the retract cylinder support fitting of the MLG and the cylinder bore in the support fitting, which could result in compromised integrity of the retract cylinder support fitting of the MLG and possible damage to the hydraulic system. This action is intended to address the identified unsafe condition.
97-01-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100 and -200 series airplanes, that requires replacing the aileron (lateral) control transfer mechanism with a new modified mechanism, or reworking the existing mechanism. This amendment is prompted by a review of the design of the flight control systems on Model 737 series airplanes. The actions specified by this AD are intended to prevent unexpected, significant control wheel forces and reduced travel of a control wheel due to mechanical interference within the lateral control system transfer mechanism during a jam override condition.
82-12-01: 82-12-01 BRITISH AEROSPACE (formerly Hawker Siddeley Aviation, Ltd.): Amendment 39-4391. HS/BH/DH-125 series airplanes certificated in all categories up to and including series 700 which have not been modified in accordance with Modification 252837. Compliance is required within 100 flight hours time in service after the effective date of this AD, unless already accomplished. To prevent blocking of the main landing gear restrictor valves, accomplish the following: 1. Disassemble the main landing gear restrictor valves and inspect for debris contamination, reassemble, and install in-line filters in accordance with British Aerospace Aircraft Group 125 Series Aircraft Service Bulletin 32-190 dated August 28, 1981. 2. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of this AD. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 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). This amendment becomes effective June 8, 1982.
2023-06-02: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-1A11 (600), CL-600-2A12 (601), and CL- 600-2B16 (601-3A, 601-3R, and 604 Variants) airplanes. This AD was prompted by a determination that, due to a lack of flightcrew awareness, smoke hoods with a certain part number installed throughout the airplane could be mistaken for protective breathing equipment (PBE). This AD requires an inspection or records review to determine if any smoke hood with a certain part number is installed in any location on the airplane and, depending on the results, removing the smoke hood and associated placards and installing new placards. The FAA is issuing this AD to address the unsafe condition on these products.
81-06-02: 81-06-02 FROST ENGINEERING DEVELOPMENT CORPORATION: Amendment 39-4059. Applies to emergency descent devices installed on Boeing 747, Lockheed L-1011, and Airbus Industrie A-300 airplanes. \n\n\tCompliance required as indicated. To prevent failure of emergency descent devices accomplish the following: \n\n\tA.\tWithin 30 days from the effective date of this AD, unless already accomplished, inspect Frost Engineering descent devices for broken handle straps in accordance with paragraph 2, steps (1), (2), and (4) of Frost Engineering Development Corporation Service Bulletin 379103-25-002 dated September 29, 1980, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. \n\n\tB.\tDescent devices found to have a broken handle strap must be modified in accordance with paragraph 2, steps (6) through (9) of Frost Engineering Development Corporation Service Bulletin 379103-25-002 dated September 29, 1980, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. \n\n\tC.\tWithin 120 days from the effective date of this AD, unless already accomplished, modify the descent devices found to have a magnetic handle strap in accordance with paragraph 2, steps (5) through (9) of Frost Engineering Development Corporation Service Bulletin 379103-25-002 dated September 29, 1980, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. \n\n\tD.\tWithin 120 days from the effective date of this AD, replace descent devices P/N 379103-1, serial numbers 1 through 0134, with other FAA approved descent devices. \n\n\tE.\tUpon the request of the operator, and subject to prior approval by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region, an FAA Aviation Safety Inspector may adjust the compliance times if the request contains substantiating data to justify the change. \n\n\tThe manufacturer's specification 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). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Frost Engineering Development Corporation, P.O. Box 1294, Englewood, Colorado 80150. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective March 19, 1981.
2004-25-17: The FAA adopts a new airworthiness directive (AD) for certain LETECKE ZAVODY Model L 23 SUPER--BLANIK sailplanes. This AD requires you to do a repetitive, non-destructive magnetic test (NDMT) inspection on the elevator rocker lever (part number A 730 201 N) for cracks. If cracks are found, this AD also requires you to return the part to the manufacturer. The manufacturer will send you a replacement part for installation. Installing the improved replacement part terminates the need for the repetitive inspections. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Czech Republic. We are issuing this AD to prevent failure of the elevator rocker lever caused by cracks that resulted from a defect in prior manufacturing procedures. Such failure could lead to loss of control of the sailplane.
67-32-04: 67-32-04 PILATUS: Amdt. 39-525, Part 39, Federal Register December 12, 1967. Applies to Model PC-6 Series Airplanes. Compliance required as indicated. (a) To prevent the possibility of stabilizer trim control cable clamps jamming with the cable guide tubes at bulkhead No. 8, accomplish the following: (1) Within the next 50 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection, inspect guide tubes, P/N 6232.208, for signs of movement or wear in accordance with Pilatus Service Bulletin No. 72, dated June 1967, or later Swiss Federal Air Office-approved revision, or an FAA-approved equivalent. (2) If signs of movement or wear are detected during the inspection required by paragraph (a)(1), before further flight incorporate the modification required by paragraph (a)(3). (3) If no signs of movement or wear are detected during the inspections required by paragraph (a)(1), within the next 200 hours' time in service after the effective date of this AD, modify guide tubes, P/N 6232.208, and install an additional support, P/N 6232.468, in accordance with Pilatus Service Bulletin No. 72, dated June 1967, or later Swiss Federal Air Office-approved revision, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (b) To prevent excessive rubbing of the rudder control cable with its fairlead at bulkhead No. 2, accomplish the following: (1) Within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect the rudder cable phenolic fairlead for signs of wear in accordance with Pilatus Service Bulletin No. 74, dated June 1967, or later Swiss Federal Air Office-approved revision, or an FAA-approved equivalent. (2) If signs of wear are detected during the inspection required by paragraph (b)(1), within the next 25 hours' time in service replace worn fairlead with a serviceable fairlead. (3) Within the next 600 hours' time in service after the effective date of this AD, replace the pulley and fairlead assembly with a double pulley assembly in accordance with Pilatus Service Bulletin No. 74, dated June 1967, or later Swiss Federal Air Office-approved revision, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (c) To prevent excessive rubbing of the stabilizer trim control cable with its pulley at bulkhead No. 11, accomplish the following: (1) Within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect the cable and its pulley for signs of wear, in accordance with Pilatus Service Bulletin No. 74, dated June 1967, or later Swiss Federal Air Office-approved revision or an FAA-approved equivalent. (2) If signs of wear are detected during the inspection required by paragraph (c)(1), within the next 25 hours' time in service replace worn cable or pulley with a serviceable cable or pulley. (3) Within the next 600 hours' time in service after the effective date of this AD, modify the double pulley in accordance with Pilatus Service Bulletin No. 74, dated June 1967, or later Swiss Federal Air Office-approved revision, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (d) The repetitive inspections required by paragraphs (a)(1), (b)(1), and (c)(1) may be discontinued following the incorporation of the applicable modification in accordance with paragraphs (a)(3), (b)(3), and (c)(3), respectively. This amendment effective December 17, 1967.
2011-23-07: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP (type certificate previously held by Israel Aircraft Industries, Ltd.) Model Galaxy and Gulfstream G150 airplanes; and Gulfstream Aerospace LP Model Gulfstream 200 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: A broken aileron servo actuator centering spring rod was discovered on a model G100 aircraft during a routine scheduled maintenance inspection. * * * This latent failure of a centering spring rod, if not detected and corrected, in conjunction with the disconnection of the normal mechanical control system of the same servo actuator would lead to loss [of] control of the flight control surface [aileron or elevator]. This condition would reduce the control capability of the airplane and imposes a higher workload on the flight crew reducing their ability to cope with adverse operating conditions. We are issuing this AD to require actions to correct the unsafe condition on these products.
2023-06-12: The FAA is superseding Airworthiness Directive (AD) 2021-08- 08, which applied to all Airbus SAS Model A350-941 and -1041 airplanes. AD 2021-08-08 required replacing affected bleed duct assemblies and bleed gimbals at the wing-to-pylon interface, and prohibited the installation of affected parts. This AD was prompted by a report of a welding quality issue in the gimbal joint of the air bleed duct at each wing-to-pylon interface and the consequent deformation of the gimbal inner ring, and by new findings that affected bleed gimbals were found on certain airplanes that did not have any maintenance record of affected part replacement. This AD continues to require the actions in AD 2021-08-08 and, for certain airplanes, requires inspection of the bleed gimbals to determine the part number, and replacement 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.
84-23-07: 84-23-07 SHORT BROTHERS LTD.: Amendment 39-4950. Applies to Model SD3-60 airplanes as listed in Short Brothers Service Bulletin SD360-71-05, dated March 1984, certificated in all categories. Compliance is required as indicated unless previously accomplished. To prevent icing of the oil cooler air intake scoop, accomplish the following: A. Within 60 days after the effective date of this airworthiness directive (AD), install the "D" type oil cooler air intake scoop on both intake cowls in accordance with Short Brothers Ltd. Service Bulletin SD360-71-05, dated March 1984. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective December 15, 1984.
96-26-01: This amendment adopts a new airworthiness directive (AD), applicable to General Electric Aircraft Engines (GE) CT7 series turboprop engines, that requires replacement of the gas generator turbine stage 2 forward cooling plates prior to the published cyclic life limits. The AD also defines the new, reduced cyclic life limits for the affected forward cooling plates. This amendment is prompted by reports of gas generator turbine stage 2 forward cooling plate failures. The actions specified by this AD are intended to prevent gas generator turbine stage 2 forward cooling plate failure, which could result in an uncontained engine failure.
2004-25-18: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney Canada (PWC) PT6A-60A and PT6A-65B turboprop engines. This AD requires replacing Woodward propeller governor assemblies, part number (P/N) 8210-212H. This AD results from six incidents during airplane acceptance flight testing where directional control of the airplane was difficult to maintain during landing. We are issuing this AD to prevent loss of directional control and damage to the airplane.
84-18-03 R1: 84-18-03 R1 GARLICK HELICOPTERS, HAWKINS AND POWERS AVIATION, INC., WILCO AVIATION, CALIFORNIA DEPARTMENT OF FORESTRY, PILOT PERSONNEL INTERNATIONAL, INC., AND INTERNATIONAL HELICOPTER, INC. (BELL HELICOPTER TEXTRON, INC.): Amendment 39-4899 as amended by Amendment 39-4997. Applies to Model UH-1 series helicopters certificated in the restricted category. Compliance is required within 10 hours time in service, unless already accomplished, after September 6, 1984, for Garlick Helicopters, Hawkins and Powers Aviation, Inc., and Wilco Aviation UH-1 series helicopters. Compliance is required within 10 hours time in service, unless already accomplished, after the effective date of this amendment for California Department of Forestry, Pilot Personnel International, Inc., and International Helicopter, Inc., UH-1 series helicopters. To detect any improperly repaired or cracked main rotor pitch change link clevis and to prevent possible failure of a clevis, accomplish the following one-time inspection of each clevis, P/N 204-011-136-1 (FSN 5340-00-839-3934). (a) Visually inspect the exposed surfaces of the clevis using a 5-power or higher magnifying glass. If any surface with pits has a golden or silver color within a pit, the clevis has been replated and must be removed before further flight. (b) Visually inspect the exposed threaded area of the clevis shank, above the jam nut, for crack indications. If a crack indication is found, the part must be removed and additionally inspected for cracks using magnetic particle or equivalent inspection method. (c) If a clevis has been replated or has a crack, the clevis must be removed before further flight. Install a serviceable clevis as prescribed in the appropriate military model maintenance or overhaul manual. (d) Compliance with UH-1 series aircraft military message dated July 13, 1984, from Commander AVSCOM satisfies this AD. Amendment 39-4899 became effective September 6, 1984.This Amendment 39-4997 becomes effective on February 22, 1985.