Results
97-04-10: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9-80 series airplanes, Model MD-88 airplanes, and Model MD-90 airplanes, that currently requires revising the Airplane Flight Manual (AFM) to include limitations and procedures to address situations in which the autopilot or autothrottle fails to disengage. That AD was prompted by incidents in which the flightcrew was unable to disconnect the autopilot or autothrottle function from the engaged position, due to a discrepancy in a microswitch that is associated with the operation of those functions. This amendment requires an inspection of the autopilot and autothrottle engage switches located in the flight guidance control panel, and installation of improved switches. Accomplishment of these actions will terminate the previous requirement for the AFM revision. The actions specified by this AD are intended to ensure that the autopilot and autothrottle disengage when commanded to do so by the flightcrew.
2011-12-08: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron, Inc. (BHT) model helicopters with tail rotor (T/R) blades with certain serial numbers installed. This action requires a one-time inspection of the T/R blade for corrosion or pitting, and repairing or replacing the T/R blade, if that condition is found during the inspection. This amendment is prompted by a report from the manufacturer that T/R blades with certain serial numbers may have manufacturing anomalies in the spar area. These actions are intended to detect corrosion or pitting in the forward spar area of a T/R blade to prevent a crack in the T/R blade, loss of the T/R blade, and subsequent loss of control of the helicopter.
63-09-01: 63-09-01 BENDIX: Amendment 560 Part 507 Federal Register April 27, 1963. Applies to All Aircraft Equipped With Bendix (Eclipse-Pioneer) Type 9054 Fuel Flow Transmitters or With Beech P/N 414-180824 Fuel Flow Transmitters or Garwin P/N 8007 Fuel Flow Transmitter Which Incorporate the Bendix Type 9054 Fuel Flow Transmitter. Compliance required for Bendix (Eclipse-Pioneer) Type 9054 transmitters within 150 hours' time in service after the effective date of this AD unless already accomplished and for Beech P/N 414-180824 and Garwin P/N 8007 transmitters within 150 hours' time in service after the effective date of this amendment. Cracks have occurred in the magnet bore of the transmitter motor mounting frame releasing hazardous quantities of fuel into the power-plant compartment. Failure is attributed to improper chamfer and corner radius of the magnet bore and, also, the thickness of the magnet bore back wall. To prevent bore failures, accomplish one of the following:(a) Replace the transmitter with a transmitter complying with Bendix (Pioneer-Central) Service Bulletin No. FF-19 or Bendix (Eclipse-Pioneer) Service Bulletin No. 245; or (b) Verify that the transmitter has been inspected and found to comply with Bendix (Eclipse-Pioneer) Service Bulletin No. 245; or (c) Disassemble the transmitters, accomplish inspections and install if necessary, replacement motor mounting frame Bendix P/N PD-50297-1 as outlined in Bendix Service Bulletin No. FF-19. Transmitters complying with (a), (b) or (c) shall be marked with a 1/4 inch external white band on the Autosyn end of the frame as described in Service Bulletin No. FF-19. Installed transmitters reworked prior to the effective date of this AD are to be marked at the next transmitter overhaul or removal whichever occurs first. NOTE: Bendix 9054 and 9100 transmitters with the Bendix identification removed are used to make up Beech P/N 414-180824 and Garwin P/N 8007 transmitters. The affected Beech and Garwin transmitters with the 9054 units have a 2.205 inch diameter autosyn housing, while the unaffected units with the 9100 part have a 1.75 inch diameter housing. This directive effective May 28, 1963. Revised September 13, 1963. Revised December 11, 1963.
97-18-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain British Aerospace (Jetstream) Model 4101 airplanes. This action requires a visual inspection to detect wear damage of the drag brace of the main landing gear (MLG), and replacement of any worn parts with new or serviceable parts. This action also requires an inspection to determine whether there is movement in the spherical bearing of the lower link of the drag brace, certain measurements of the drag brace, and repetitive inspections, if necessary. This amendment is prompted by reports of loose spherical bearings in the links of the drag brace of the MLG. The actions specified in this AD are intended to prevent reduced structural integrity and potential collapse of the MLG due to loose spherical bearings and subsequent wear damage of the links of the drag brace.
2011-12-07: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) helicopters. This action requires visually inspecting the adhesive bead between the bushing and the Starflex star (Starflex) arm for a crack, a gap, or loss of the adhesive bead, inspecting the Starflex arm ends for delamination, and replacing the Starflex if any of these conditions are found. This amendment is prompted by three cases of deterioration of a Starflex arm. In two of these cases, the deterioration caused high amplitude vibrations in flight, compelling the pilot to make a precautionary landing. The actions specified in this AD are intended to prevent failure of the Starflex, high-amplitude vibrations in flight, and subsequent loss of control of the helicopter.
99-09-07: This amendment adopts a new airworthiness directive (AD) that applies to all S.N. CENTRAIR (CENTRAIR) 101 series gliders that have modification 101-24 (major cockpit configuration equipped on all gliders manufactured since 1990) incorporated, and do not have modification 101-21 (minor modifications to this cockpit configuration) incorporated. This AD requires installing an attachment lug to the supporting bracket in order to secure the battery discharge warning device. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent elevator flight control interference caused by an unsecured battery discharge warning device, which could result in reduced or loss of glider control.
63-06-01: 63-06-01 BEECH: Amdt. 546 Part 507 Federal Register March 21, 1963. Applies to Model 23 Aircraft Serial Numbers M-50 through M-174, M-177, M-182 and M-189 Except Serial Numbers M-79, M-108, M-131, M-132, M-166 and M-172. Compliance required within the next 25 hours' time in service after the effective date of this AD. To insure that the door has an adequate number of rivets, accomplish the following: (a) Inspect the cabin door hinge to determine if rivets are installed through the door along the full length of the hinge. Doors with a minimum of 12 AN 470AD4 or equivalent rivets need not be reworked. (b) Doors without rivets or with less than 12 rivets as described in (a) must be reworked in accordance with Beech Service Bulletin Model 23 No. 6, to incorporate a minimum of 15 AN 470AD4 rivets or FAA approved equivalent. End rivets must be located 3/8 inch plus or minus 1/8 inch from each end with the remaining rivets equally spaced within plus or minus 1/8 inchin a single row between the end rivets. Minimum edge distance is 2D. (Beech Service Bulletin Model 23 No. 6 covers this same subject.) This directive effective March 21, 1963.
2011-12-14: 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: * * * The Federal Aviation Administration (FAA) has published Special Federal Aviation Regulation (SFAR) 88, and the Joint Aviation Authorities (JAA) have published Interim Policy INT/POL/25/ 12. The review, conducted by Fokker Services on the Fokker 100 and Fokker 70 type design in response to these regulations, revealed that the fuel sense line from the overflow valves may touch the adjacent fuel-quantity indication-probe. Under certain conditions, this may result in an ignition source in the wing tank vapour space. This condition, if not detected and corrected, could result in a wing fuel tank explosion and consequent loss of the aeroplane. * ** * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-12-04: We are adopting a new airworthiness directive (AD) for the products listed above. 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: During a production process review, a deviation in hardening of certain Part Number (P/N) 944072 washers has been detected, which exceeds the hardness of the design specification. The affected washers are part of the magneto ring flywheel hub installation and have been installed on a limited number of engines. No defective washers have been shipped as spare parts. This condition, if not corrected, could lead to cracks in the washer, loosening of the magneto flywheel hub and consequent ignition failure, possibly resulting in damage to the engine, in- flight engine shutdown and forced landing, damage to the aeroplane and injury to occupants. [[Page 33985]] We are issuing this AD to prevent engine in-flight shutdown, and damage to the airplane.
99-04-13: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214ST helicopters. This action requires a reduction of the never-exceed velocity (Vne) limitation until an inspection of the tail rotor yoke (yoke) assembly for fatigue damage and installation of a redesigned yoke flapping stop are accomplished. Recurring periodic and special inspections to detect occurrences of yoke overload are also required. This amendment is prompted by reports of inflight failures of yokes installed on civilian and military helicopters of similar type design. The actions specified in this AD are intended to prevent fatigue failure of the yoke that could result in loss of the tail rotor and subsequent loss of control of the helicopter.
2009-18-19 R1: This amendment rescinds airworthiness directive (AD) 2009-18- 19 for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by EASA, to rescind EASA AD 2010-0083. The MCAI specifies the following: \n\n\n\tIt has been assessed that multiple NRV (non-return valve) failures in combination with certain trapped fuel cases could potentially increase the quantity of unusable fuel on the aeroplane, possibly leading to fuel starvation which could result in engines in-flight shut down and would constitute an unsafe condition. To prevent and detect this condition, EASA issued EASA AD 2010-0083. \n\tBased on in service experience, mainly on the results of the operational test required by \n\n((Page 33987)) \n\nEASA AD 2010-0083, Airbus has performed a safety analysis on the NRV to check if the safety objectives are met. \n\tThis analysis of the Collector Cell motive flow line NRV, taking into account all failure scenarios, concludes thatthe previous non compliance can be alleviated. Consequently, no unsafe condition exists any more on the affected NRV. \n\tFor the reasons described above, EASA AD 2010-0083 is cancelled. \n\n\n\tThis AD rescinds the parallel FAA AD 2009-18-19.
2003-01-03: This amendment adopts a new airworthiness directive (AD) that is applicable to Hartzell Propeller Inc. model ( )HC-( )2Y( )-( ) propellers, with certain serial numbers (SN's) of two-bladed aluminum propeller hubs part numbers (P/N's) D-6522-1, D-6522-2, D-6529-1, and D-6559-3 installed. This action requires removal from service of those certain SN's of two-bladed aluminum propeller hubs and replacement with serviceable hubs. This amendment is prompted by a two-bladed aluminum propeller hub manufacturing quality control problem. The actions specified in this AD are intended to prevent in-flight propeller blade separation resulting in airframe and engine damage, and possible loss of the airplane.
62-24-05: 62-24-05 MARECO SAFETY BELTS: Amdt. 503 Part 507 Federal Register November 3, 1962. Applies to All Aircraft Equipped With Mareco Model 15-1 Safety Belts Which Are Identified on the Manufacturer's Identification Label on the Safety Belt as Being Manufactured in the Third and Fourth Quarters of 1959 and the First and Second Quarters of 1960. Compliance required within the next 100 hours' time in service after the effective date of this AD. Service difficulties with the Mareco Model 15-1 safety belt assemblies have occurred wherein the buckle locking cam became disengaged when tension on the belt assembly was relieved and would not reengage upon application of tension to the belt assembly due to the cam spring slipping from its retention slot. Therefore, the following is required: Replace Mareco Model 15-1 safety belts manufactured in the third and fourth quarters of 1959 and the first and second quarters of 1960, or modify with an FAA approved modification to preventthe slipping of the cam spring from its retaining end slot and to correct the misalignment between the cam and buckle frame. When an FAA approved modification is made after the effective date of this AD, the buckle frame or cam lever shall be permanently marked "MOD." followed by the date of modification. NOTE: Belts which were modified prior to the effective date of this AD in accordance with an FAA approved modification and identified with an embossed "X" are acceptable. This directive effective December 4, 1962.
97-02-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757 and 767 series airplanes, that requires replacement of the thrust management computer (TMC) with a new TMC. This amendment is prompted by reports indicating that an uncommanded advancement of the throttle levers occurred; this condition was apparently due to a high impedance connection to the excitation phase of the servo motor. The actions specified by this AD are intended to prevent an uncommanded runaway of the autothrottle during flight or ground operations as a result of problems associated with the TMC, which could distract the crew from normal operation of the airplane or lead to an unintended speed or altitude change.
2011-11-04: This amendment adopts a new airworthiness directive (AD) for the specified fire extinguishers. This action requires replacing each unairworthy portable fire extinguisher with an airworthy portable fire extinguisher. This amendment is prompted by an ongoing investigation that has established that unapproved Halon 1211 has been used to fill L'Hotellier portable fire extinguishers that are likely to be onboard various model helicopters. The actions specified in this AD are intended to prevent using contaminated gas that may reduce fire suppression and release toxic fumes that would endanger the safety of the helicopter and its occupants.
97-24-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires repetitive inspections of certain flanges and finger strips at rib 5.0 of the vertical stabilizer to detect fatigue cracking, and repairs, if necessary. This amendment also requires modifications that would strengthen the torsion box at rib 5.0 and prevent fatigue cracking; one of these modifications constitutes terminating action for the repetitive inspections. This amendment is prompted by reports indicating that, during full-scale fatigue testing, cracking has been found on the vertical stabilizer of the test article. The actions specified by this AD are intended to detect and prevent fatigue cracking in the subject area, which, if not corrected, could reduce the structural integrity of the vertical stabilizer.
97-02-14: This amendment supersedes an existing airworthiness directive (AD), applicable to Robinson Helicopter Company (Robinson) Model R22 helicopters, that currently requires installation of an improved throttle governor; an adjustment to the low RPM warning unit threshold to increase the revolutions-per-minute (RPM) at which the warning horn and caution light activate; and revisions to the R22 Rotorcraft Flight Manual that prohibit flight with the improved throttle governor selected off, except in certain situations. This amendment requires the same actions required by the existing AD, as well as requires an insertion of procedures for the improved throttle governor into the Normal and Emergency sections of the R22 Rotorcraft Flight Manual and corrects the applicability section of the existing AD. This amendment is prompted by the need to insert normal and emergency procedures for the improved throttle governor into the flight manual, and expand the applicability statement of this AD to include all Robinson Model R22 helicopters. The actions specified by the proposed AD are intended to minimize the possibility of pilot mismanagement of the main rotor (M/R) RPM, which could result in unrecoverable M/R blade stall and subsequent loss of control of the helicopter.
2011-11-07: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Cracks have been reportedly found on DA 42 Main Landing Gear (MLG) Damper-to-Trailing Arm joints during standard maintenance. Depending on environmental-, operating- and runway conditions, the affected MLG joint, Part Number (P/N) D60-3217-23-5x (4 different lengths are available), which is made of aluminum, is susceptible to cracking. This condition, if not detected and corrected, may lead to failure of the joint and subsequent damage or malfunction of the MLG, possibly resulting in damage to the aeroplane during landing and injury to occupants. We are issuing this AD to require actions to correct the unsafe condition on these products.
62-05-01: 62-05-01 AERO COMMANDER: Amdt. 403 Part 507 Federal Register March 6, 1962. Applies to All Model 680F Aircraft, Including Pressurized Versions, With Serial Numbers 871 Through 1170. Compliance required within the next 25 hours' time in service after the effective date of this directive. In order to preclude failure of the alternate induction air valve and shaft assembly resulting in loss of engine power, replace the original air valve and shaft and rig in accordance with instructions outlined in Aero Commander Service Bulletin No. 76A dated February 5, 1962, or FAA approved equivalent. This directive effective March 6, 1962.
99-21-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330-301, and Model A340-211, -212, -311, and -312 series airplanes, that requires repetitive detailed visual inspections of the fuselage belly fairing support structure to detect cracks; and corrective action, if necessary. This amendment also provides an optional terminating action for the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracking of the fuselage belly fairing support structure, which could result in reduced structural integrity of the fuselage belly fairing support structure.
2011-09-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for any damage of the lower surface of the center wing box, and corrective actions if necessary. This AD was prompted by reports of fatigue cracks of the lower surface of the center wing box. We are issuing this AD to detect and correct such cracks, which could result in the structural failure of the wings.
2011-11-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an airworthiness authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During production quality inspections of the aeroplane fuel motive flow system, it was discovered that some motive flow check valves (MFCV) were manufactured with an outlet fitting containing red anodized threads. These MFCV do not provide adequate electrical bonding between the valve and the adjacent fitting. In the absence of proper electrical bonding within the motive flow system, the aeroplane fuel tank could be exposed to ignition sources in the case of a lightning strike. * * * * * The unsafe condition is the potential for ignition sources inside the fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-26-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive inspections to detect evidence of wear damage in the area at the interface between the vertical stabilizer and fuselage skin, and corrective actions, if necessary. This amendment also provides for an optional terminating action for the repetitive inspections. The actions specified by this AD are intended to detect and correct wear damage of the fuselage skin, which could result in thinning and cracking of the fuselage skin, and consequent in-flight depressurization of the airplane. This action is intended to address the identified unsafe condition.
96-25-20: This amendment adopts a new airworthiness directive (AD), applicable to Hamilton Standard 14RF and 14SF series, and Hamilton Standard/British Aerospace Model 6/5500/F propellers, that requires initial and repetitive inspections of critical control components, and removal and replacement with serviceable parts those critical control components that do not meet the return to service criteria. This amendment is prompted by failure modes effects analysis (FMEA), certification test data, engineering analysis, and repair actions performed at overhaul depots. The actions specified by this AD are intended to prevent loss of propeller control due to failure of critical control components, which could result in loss of control of the aircraft.
97-01-06: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI)-manufactured restricted category Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters, that requires a one-time inspection of the tail rotor slider (slider) to verify that it was manufactured with the correct outside diameter. This amendment is prompted by a United States (U.S.) Army Safety of Flight message that reports that some sliders may have been improperly manufactured with an undersized wall thickness by U.S. Army vendors. The actions specified by this AD are intended to prevent fatigue failure of the slider, which could cause loss of tail rotor control and subsequent loss of control of the helicopter.