Results
2004-05-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9- 82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) airplanes; Model MD-88 airplanes, and Model MD-90-30 airplanes. This action requires repetitive inspections to detect cracking of the shock strut cylinders of the left and right main landing gears (MLG), and replacement of any cracked shock strut cylinder. This action is necessary to prevent failure of the shock strut cylinders of the MLGs due to cracking, which could result in collapse of the MLGs and consequent reduced controllability during landing. This action is intended to address the identified unsafe condition.
2010-26-11: We are adopting a new airworthiness directive (AD) for the Kaman Model K-1200 helicopters. This AD requires revising the Limitations section of the Instructions for Continued Airworthiness (ICA) by establishing a life limit of 8,000 hours time-in-service (TIS) for each main rotor blade (blade) set. Also, this AD requires removing each blade set from service if it has accumulated 8,000 or more hours time-in-service (TIS). This AD also requires replacing certain blade sets with airworthy blade sets at specified intervals based on the blade set serial number (S/N). This AD was prompted by an accident and the subsequent discovery of cracks in multiple blade spars. We are issuing this AD to prevent blade failure and subsequent loss of control of the helicopter.
2021-10-20: The FAA is adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport Regional Model ATR42-500 and ATR72-212A airplanes. This AD was prompted by reports of temporary loss of all display units and the integrated electronic standby instrument (IESI). This AD requires revising the existing aircraft flight manual (AFM) and applicable corresponding operational procedures to update a systems limitation, limiting dispatch with certain equipment inoperative, performing an operational test of a certain contactor and an electrical test of a certain battery toggle switch, and corrective actions 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.
67-06-04: 67-06-04 HARTZELL: Amendment 39-725. Applies to Models HC-93Z30/19152-5 1/2, HC-B3Z30/10152-5 1/2, HC-B3W30/10152-5 1/2, HC-B3Z30/10160-6 and HC-B3W30/10160-6 Propellers. Installed on Pratt and Whitney Model R985 Series Engines. Compliance required as indicated. To prevent propeller blade shank failures accomplish the following: (a) For blades previously inspected by a procedure described in (c), reinspect in accordance with (c) every 600 hours' time in service from last inspection (b) For all other blades: (1) Blades with 300 hours' time in service, inspect in accordance with (c) within the next 25 hours' time in service after the effective date of this AD and reinspect every 600 hours' time in service from the last inspection. (2) Blades with less than 300 hours' time in service, inspect in accordance with (c) prior to the accumulation of 325 hours and reinspect every 600 hours' time in service from the last inspection (c) Remove blades from propeller and inspect each blade in the shank retention area for cracks using penetrant inspection method or equivalent approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. Replace before further flight any cracked blade with a new blade or a blade that has been inspected according to this AD. Effective February 21, 1967. Revised March 4, 1969.
2004-04-07: The FAA is superseding two existing airworthiness directives (ADs) for GE CF6-80 series turbofan engines with certain stage 1 high- pressure turbine (HPT) rotor disks. Those ADs currently require initial and repetitive inspections of certain stage 1 HPT rotor disks for cracks in the bottom of the dovetail slot. This action retains the initial inspection requirement, as a qualification for the mandatory rework procedures for certain disks, and continues repetitive inspections only for the disks for which the rework procedures are not yet defined. This action requires reworking certain disks before further flight. In addition, this AD expands the population of affected engines and removes certain CF6-80E1 series disks from service. This AD results from the manufacturer's investigation and development of a rework procedure that chamfers the aft breakedge of the dovetail slot bottom. We are issuing this AD to detect and prevent cracks in the bottoms of the dovetail slots that could propagate to failure of the disk and cause an uncontained engine failure.
71-17-04 R1: 71-17-04 R1 SIAI-MARCHETTI: Amendment 39-1266 as amended by Amendment 39-4516. Applies to Models S.205-18/F, S.205-18/R, S.205-20/F, S.205-20/R, S.205-22/R, S.208, and S.208A airplanes (all serial numbers) certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To prevent failure of the main landing gear, accomplish the following: (a) Before further flight, unless already accomplished within the last 50 hours time- in-service, and thereafter at intervals not to exceed 100 hours time-in-service from the last check, visually check, using a magnifying glass of at least 5 power, the main landing gear wheel axle-to- strut-tube fittings for cracks in accordance with "INSTRUCTIONS" paragraph (a), SIAI- Marchetti Service Bulletin No. 205B27A, dated October 7, 1977. If cracks are found, comply with paragraph (c) or (d) as appropriate. The checks required by this paragraph may be performed by the pilot, who must make the prescribed maintenance record entry indicating compliance with paragraph (a) of this AD. (b) Within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished within the last 450 hours time-in-service and thereafter at intervals not to exceed 500 hours time-in-service from last inspection, inspect the main gear wheel axle-to- strut-tube fittings for cracks, using a dye penetrant method, in accordance with "INSTRUCTIONS" paragraph (b), SIAI-Marchetti Service Bulletin No. 205B27A, dated October 7, 1977. If cracks are found, comply with paragraph (c) or (d) as appropriate. (c) If cracks which do not extend to the lateral external surface of a fitting are found during a check required by paragraph (a) or during an inspection required by paragraph (b), within the next 50 hours time-in-service, and thereafter at intervals not to exceed 50 hours time- in-service from the last inspection, inspect the main landing gear wheel axle-to-strut tube fittings for cracks, using a dye penetrant method in accordance with "INSTRUCTIONS" paragraph (b), SIAI-Marchetti Service Bulletin No. 205B27A, dated October 7, 1977. (d) If cracks are found on the lateral external area of a fitting during a check required by paragraph (a), or during an inspection required by paragraph (b) or (c), before further flight replace the cracked part with a new part of the same part number, in accordance with "INSTRUCTIONS" paragraph (d.1), SIAI-Marchetti Service Bulletin No. 205B27A, dated October 7, 1977, or FAA approved equivalent, and continue to check in accordance with paragraph (a) and continue to inspect in accordance with paragraph (b). (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Amendment 39-1266 became effective upon publication in the Federal Register to all persons except those persons to whom it was made immediately effective upon receipt of the airmail letter dated July 16, 1971, which contained this amendment. This Amendment 39-4516 becomes effective December 27, 1982.
2010-26-03: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires fabricating and installing a placard incorporating information that limits operation when there is known or forecast icing and requires replacing a section of the pneumatic supply tube for the tail deice system with a new tube of a different material. This AD requires fabricating and installing a placard incorporating information that limits operation when there is known or forecast icing and requires replacing the entire length of the pneumatic supply tube for the tail deice system with a new tube of a different material. This AD was prompted by reports of two failures of the pneumatic supply tube for the tail deice system outside the area covered by AD 2008-07-10. We are issuing this AD to prevent collapsed pneumatic supply tubes, which could result in failure of the tail deice boots to operate. This failure could lead to loss of control in icing conditions.
2021-10-24: The FAA is superseding Airworthiness Directive (AD) 2015-25-04 for Agusta S.p.A (now Leonardo S.p.a.) Model A109A and A109A II helicopters. AD 2015-25-04 required inspecting the slider assembly pitch control (slider) for play and replacing the slider if the play exceeds certain limits. This AD was prompted by further investigation that led to the determination that the play was caused by a manufacturing issue. This AD retains certain requirements of AD 2015- 25-04, requires replacing certain part-numbered sliders as a terminating action for the inspections, and prohibits installing the affected part on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
66-19-02: 66-19-02 CESSNA: Amdt. 39-270 Part 39 Federal Register August 4, 1966. Applies to Models 210 and 210A Airplanes, Serial Numbers 616, 618, 57001 through 57575, and 21057576 through 21057840. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent engine power failures caused by the loss of fuel flow resulting from the uncovering of the fuel tank outlet during landing approaches and prolonged slips, install an operating limitation placard, reading as follows, adjacent to the fuel gauges: "Avoid landing approach in red arc and over 30 seconds slips under 1/2 tank (Reference Owner's Manual)". (Cessna Service Letter 65-39 pertains to this subject.) This directive effective August 14, 1966.
91-09-02: 91-09-02 BOEING: Amendment 39-6983. Docket No. 90-NM-269-AD. \n\n\tApplicability: Model 757 series airplanes, equipped with Rolls Royce RB211-535 engines; as listed in Boeing Service Bulletin 757-76-0008, dated March 22, 1990; certificated in any category. \n\n\tCompliance: Required within the next 3,000 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent chafing of the thrust control cable assemblies, wire bundle clamps, and wire bundles, accomplish the following: \n\n\tA.\tAccomplish the following in accordance with Boeing Service Bulletin 757-76- 0008, dated March 22, 1990: \n\n\t\t1.\tInspect thrust control cable assemblies for damage, and replace any damaged thrust control cable assemblies prior to further flight; \n\n\t\t2.\tInspect the wire bundles for evidence of chafing, and repair any chafed wire bundles prior to further flight; and \n\n\t\t3.\tModify the wire bundles. \n\n\tB.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6983, AD 91-09-02) becomes effective on May 28, 1991.
2010-25-03: 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: In accordance with design regulation, the THSA [trimmable horizontal stabilizer actuator] has a failsafe design. Its upper attachment to the aeroplane has two load paths, a Primary Load Path (PLP) and a Secondary Load Path (SLP), which is only engaged in case of PLP failure. Following the design intent, engagement of the SLP leads to jam the THSA, indicating the failure of the PLP. Tests carried out under the loads-measured during representative flights have demonstrated that, when the SLP is engaged, it does not systematically jam the THSA. In addition, laboratory tests have confirmed that the SLP will only withstand the loads for a limited periodof time. This condition of PLP failure during an extended period of time, if not detected and corrected, would lead to the rupture of the THSA upper attachment and consequent THSA loss of command, resulting in reduced control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2021-10-08: The FAA is adopting a new airworthiness directive (AD) for certain Bell Textron Canada Limited (type certificate previously held by Bell Helicopter Textron Canada Limited) Model 206L series helicopters. This AD \n\n((Page 24486)) \n\nwas prompted by a manufacturing flaw that could cause low fuel level detector switch units (switch units) to hang in the high position and fail to indicate a low fuel condition. This AD requires removing certain switch units from service and prohibits installing those switch units. This AD also requires accomplishing an operational test of certain other switch units, and depending on the results, removing the switch unit from service. This AD also prohibits installing those certain other switch units unless they pass an operational test. The FAA is issuing this AD to address the unsafe condition on these products.
96-04-11 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that currently requires a revision to the Airplane Flight Manual to ensure that the flightcrew activates the engine cowl thermal anti-ice (CTAI) system for both engines at the top of descent to avoid engine rundown (loss of engine power). This amendment clarifies the relationship between two existing AD's. The actions specified in this AD are intended to ensure that the flightcrew activates the engine cowl thermal anti-ice system for both engines prior to descent; activation of the engine CTAI system in the middle of descent could result in a compressor stall and subsequent engine rundown of multiple engines.
76-14-03: 76-14-03 BELL: Amendment 39-2665. Applies to Models 205A-1 and 212 helicopters, certificated in all categories equipped with fixed float landing gear, P/N's 205-706-050-1 or 205-706-050-7. Compliance required as indicated. To prevent possible failure of the forward and aft cross tubes, P/N's 205-050-114-1, -3, -5, -7, and -9 and cross tube assemblies, P/N's 205-706-050-5 and -9 due to possible fatigue cracks and to possible ineffective dampers, accomplish the following: a. Within 50 hours' time in service after the effective date of this AD, remove cross tube damper assemblies, P/N's 205-050-127-3 and -5 manufactured by Frisby and install serviceable damper assemblies, P/N's 205-050-127-5 and -9 manufactured by Lord Manufacturing Company in accordance with Bell Helicopter Company Service Instructions No. 205-24 revised May 3, 1974, or No. 212-14 revised May 15, 1974, or later approved revisions or in accordance with FAA approved equivalent procedures. b. Removeforward and aft cross tubes, P/N's 205-050-114-1, -3, -5, -7, and -9 and cross tube assemblies, P/N's 205-706-050-5 and -9 that have attained 450 or more hours' total time in service on the effective date of this AD within 50 hours' time in service. c. Remove forward and aft cross tubes, P/N's 205-050-114-1, -3, -5, -7, and -9 and cross tube assemblies, P/N's 205-706-050-5 and -9 with less than 450 hours' total time in service on the effective date of this AD prior to attaining 500 hours' total time in service. d. The requirements of this AD do not apply to other landing gear cross tubes or cross tube assemblies. e. Operators not having kept time in service records on individual cross tubes should use float kit hours' time in service for the purpose of paragraphs (b) and (c). (Bell Helicopter Company Service Bulletins No.'s 205-76-2 and 212-76-3 dated March 5, 1976, pertain to this subject.) This amendment supersedes Amendment 39-1153 (36 F.R. 2864), AD 71-04-01. This amendment becomes effective August 7, 1976.
2004-04-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777-200 series airplanes. This action requires a revision to the Airplane Flight Manual (AFM) to advise the flightcrew that Category IIIB autoland operations are prohibited and to warn the flightcrew of the potential for reversion of the primary flight control system to direct mode during takeoff or landing and its associated airplane effects. This AD also requires installation of a placard in the flight deck. This action also provides an optional terminating action for the AFM revision and placard installation. This action is necessary to prevent the possibility of the airplane departing the runway during Category IIIB autoland operations due to autopilot disconnect in low visibility weather conditions, and to warn the flightcrew of the potential for autopilot disconnect or unscheduled speed brake retraction during any landing, which could result in a departure from the runway.This action is intended to address the identified unsafe conditions.
96-15-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111, -211, and -231 series airplanes, that requires repetitive high frequency eddy current inspections to detect cracks around the fasteners of the lower forward corners of the sliding window frames, and repair, if necessary. This amendment also requires the installation of a modification for each affected fastener hole, which terminates the repetitive inspections. This amendment is prompted by the results of full-scale fatigue tests which indicated that fatigue cracking occurred on the lower forward corner of the sliding window frames at frame 4. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in rapid depressurization of the airplane.
2021-09-12: The FAA is superseding Airworthiness Directive (AD) 2020-07- 16, which applied to certain Dassault Aviation Model FALCON 7X airplanes. AD 2020-07-16 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. 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. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
76-26-03: 76-26-03 MORANE SAULNIER (SOCATA): Amendment 39-2792. Applies to Models MS 892 A-150, 892E-150, 893A, 893E, 894A, and 894E airplanes, equipped with Avco- Lycoming or Franklin engines, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible carburetor icing, due to loose or missing carburetor heat flap retaining screws, accomplish the following: (a) Before further flight, inspect the carburetor heat flap retaining screws for loose or lost screws in accordance with Socata Service Bulletin No. 125/1, dated September 1976, or an FAA-approved equivalent. (b) If, during the inspection required by paragraph (a) of this AD, any carburetor heat flap retaining screw is found loose or missing, replace all the screws and nuts in accordance with Socata Service Bulletin No. 125/1, dated September 1976, or an FAA-approved equivalent. (c) If, during the inspection required by paragraph (a) of this AD, no screws are found loose or missing, within the next 50 hours time in service after the effective date of this AD, replace all the carburetor heat flap retaining screws and nuts in accordance with Socata Service Bulletin No. 125/1, dated September 1976, or an FAA-approved equivalent. This amendment becomes effective January 6, 1977.
2004-04-05: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce Corporation (RR) (formerly Allison Engine Company) AE 3007A, AE 3007A1/1, AE 3007A1/2, AE 3007A1, AE 3007A1/3, AE 3007A1P, and AE 3007A3 turbofan engines. That AD currently requires initial and repetitive inspections for bearing material contamination of the engine oil system. This AD requires the same inspections but with an extended repetitive inspection interval, and adds terminating actions to the repetitive inspections required by this AD. This AD is prompted by design changes introduced by the manufacturer that reduce the axial load on the No. 1 bearing. We are issuing this AD to prevent the rapid failure of the No. 1 bearing, which could result in smoke in the cabin and an uncommanded in-flight engine shutdown.
2010-23-28: We are superseding an existing 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 SOCATA flight test, it was noted some difficulties for the pilot to release oxygen. After investigation it was found that, due to the design of the oxygen generator release pin, one of the mask's lanyard linked to the pin could be jammed when it is pulled by a pilot or a passenger. This condition, if not corrected, would lead, in case of an emergency procedure due to decompression, to a risk of generator fault with subsequent lack of oxygen on crew and/or passenger. We are issuing this AD to require actions to correct the unsafe condition on these products.
2021-10-06: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) LEAP-1B model turbofan engines. This AD was prompted by multiple reports of pressure sub-system (PSS) unit faults due to pressure transducer corrosion following extended storage periods. For an engine in service, this AD requires checks for engine maintenance messages related to the pressure transducer and, depending on the results of the check, replacement of the PSS unit before further flight. The AD requires this repetitive check for faults prior to each flight until the PSS has accumulated at least 15 hours of electrical power. For an engine not in service, this AD requires applying electrical power to the PSS unit before further flight. The FAA is issuing this AD to address the unsafe condition on these products.
80-08-02: 80-08-02 BOEING: Amendment 39-3738. Applies to all Model 747 series airplanes certificated in all categories equipped with General Electric CF6 or Pratt and Whitney JT9D-3, - 7, engines. Compliance required within 300 landings after the effective date of this AD unless already accomplished. Inspect diagonal braces as follows: \n\n\tA.\tMeasure the outboard engine strut diagonal brace forward clevis root area wall thickness. If root wall thickness is 0.350 inch or greater, no further action is required. If the wall thickness is less than 0.350 inch, penetrant inspect the area for cracks, in accordance with Boeing Service Bulletin 747-54-2070. If cracks are found, prior to further flight replace brace or rework in accordance with paragraph B of this AD. \n\n\tB.\tParts cracked within the limits of paragraph III of Boeing Service Bulletin 747-54- 2070 may be reworked as noted therein. Parts with cracks exceeding these limits must be replaced or reworked in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n\n\tC.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region may adjust the compliance times if the request contains substantiating data to justify the increase for that operator. \n\n\tD.\tThis AD may be amended in the future to require a repeat inspection interval or terminating action.\n \n\tE.\tAircraft may be ferried to a base for maintenance in accordance with Section 21.197 and 21.199 of the Federal Aviation Regulations. 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). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective April 17, 1980.
78-20-07: 78-20-07 BELL: Amendment 39-3303. Applies to Bell Models 204B and 205A-1 helicopters equipped with fittings, P/N 204-012-102-5, and model 212 helicopters equipped with fittings, P/N 212-010-103-5, certificated in all categories. Compliance required as indicated. To prevent possible failure of a fitting as a result of a crack in the thrust shoulder radius, accomplish the following: (a) Remove main rotor inboard strap fittings with 1,100 or more hours total time in service on the effective date of this airworthiness directive (AD) within 100 hours time in service. (b) Remove main rotor inboard strap fittings with less than 1,100 hours total time in service on the effective date of this AD, prior to attaining 1200 hours' total time in service. (c) The retirement time of the fittings P/N 204-012-102-5 and 212-010-103-5 is reduced from 3,000 to 1,200 hours time in service. This amendment is effective October 25, 1978.
2004-04-06: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CT58-100-2, CT58-140-1, -140-2, and T58-GE-1, -3, -5, -8E, -8F, -10, -100, and -402 turboshaft engines. This AD requires the removal from service of certain fuel flow divider assemblies. This AD results from a report that a certain population of flow divider end caps could crack and cause large volumes of fuel leakage. We are issuing this AD to prevent fuel leakage from the fuel flow divider assembly, which could cause an engine fire, leading to an in-flight engine shutdown and forced landing.
2021-09-08: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 airplanes. This AD was prompted by manufacturing design changes to certain metallic support panel assemblies installed in the flight deck, which resulted in insufficient electrical bonding of the panels and consequent insufficient electrical grounding of installed equipment. This AD requires modification of the electrical bonding of these assemblies to provide sufficient electrical grounding for equipment installed in the flight deck. The FAA is issuing this AD to address the unsafe condition on these products.