Results
48-14-01: 48-14-01 PIPER: Applies to PA-12 Aircraft Serial Numbers 12-1 Through 12-1869; 12- 1872; 12-1873; 12-1878; 12-1879; 12-1881; 12-1883; 12-1885 Through 12-1921; 12-2001 Through 12-2008; 12-2010 Through 12-2012; 12-2016; 12-2017; 12-2036 Through 12-2038; 12- 2042; 12-2043; 12-2047; 12-2050; 12-2051. Compliance required prior to August 1, 1948. To prevent possible fuel leakage at the connection of the elbow fitting with the rear fuel valve, replace elbow with Piper P/N 11610. (Piper Service Bulletin No. 104 dated January 30, 1948, covers this same subject.)
77-18-05: 77-18-05 SWEARINGEN : Amendment 39-3030. Applies to all Model SA226T, -AT, and -TC airplanes incorporating a variable authority nose wheel steering system which utilizes a Talley P/N 1399T100-5 or -7 actuator. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To assure the variable authority nose gear steering system will not jeopardize the safe operation of a Model SA226T, -AT, or -TC airplane, it should be disabled in accordance with Swearingen Aviation Corporation Service Bulletin SB 32-012, dated June 20, 1977, or later FAA approved revision, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. The manufacturer's instructions 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 the referenced document from the manufacturer may obtain copies upon request to Swearingen Aviation Corporation, P. O. Box 32486, San Antonio, Texas 78284. The document 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 September 12, 1977.
74-18-15: 74-18-15 LEIGH SYSTEMS: Amendment 39-1942 as amended by Amendment 39-2068. Emergency Locator Transmitter Leigh Systems Sharc 7 Series. Applies to Leigh Systems Sharc 7 Series Serial Nos. 1000-24000 Emergency Locator Transmitter. Compliance required as indicated: As a result of magnesium battery gassing and the possibility of lightning strike or static electricity buildup igniting the mixture resulting in the rupture and activation of the Emergency Locator Transmitter accomplish the following: (a) Unless already accomplished, within the next 90 days after the effective date of this A.D. disconnect the ELT antenna at the ELT electronic unit. Install Leigh Systems Part No. 04 05 002 Static Electricity Suppresser in the coaxial line between the antenna and the electronic unit. Units equipped with magnesium batteries may be determined by weight shown on unit identification tag as 2.3 pounds. (b) Aircraft may be flown to a base where the maintenance required by this A.D. may be performed as permitted by FAR 91.52(e)(2). (c) Upon request with substantiating data submitted through an FAA inspector the compliance time specified in this A.D. may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Amendment 39-1942 was effective September 3, 1974. This amendment 39-2068 is effective January 23, 1975.
2016-09-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by reports of fatigue cracking found at the left-side and right-side upper frames, at a certain area. This AD requires repetitive medium frequency eddy current (MFEC) inspections for cracking of the left-side and right-side upper frames, and repair (including open hole high frequency eddy current (HFEC) inspections for cracking of fastener holes) if necessary. This AD also provides an optional preventive modification, which terminates the repetitive inspections at the modified location. We are issuing this AD to detect and correct fatigue cracking of the upper frame, which can grow in size and result in a severed frame, leading to rapid decompression and consequent reduced structural integrity of the airplane.
2024-21-02: The FAA is adopting a new airworthiness directive (AD) for Lycoming Engines (Lycoming) model engines that have a certain connecting rod assemblies installed. This AD was prompted by several reports of connecting rod failures, which resulted in uncontained engine failure and in-flight shutdowns (IFSDs). This AD requires repetitive oil inspections for bronze metal particulates and, if found, additional inspections of the connecting rod bushings for damage, proper fit, movement, and wear, and replacement if necessary. As terminating action to the connecting rod bushing inspections, this AD requires replacement of the connecting rod bushings with parts eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
49-03-01: 49-03-01 REPUBLIC: Applies to Model RC-3 Aircraft. Compliance required by December 1, 1949. To prevent possible failure of the diaphragms in the two AC fuel pumps on Franklin Model 6A8-215-B8F and -B9F engines and to provide a drain line to carry fuel away from the engine compartment in case of a diaphragm failure replace the fuel pumps with new fuel pumps, AMI P/N 15438 and 15439, and install drain lines. Aircooled Motors, Inc., Kit P/N 15464 contains parts and instructions for making these replacements. (Franklin Service Bulletin No. 71 covers this same subject.) This supersedes AD 48-26-02.
91-26-06: 91-26-06 AIRBUS INDUSTRIE: Amendment 39-8117. Docket 91-NM-243-AD. Applicability: Model A320 series airplanes through manufacturer's serial number 109 on which Modification 21659 (specified in Airbus Industrie Service Bulletin A320-27-1012, Revision 2, dated September 23, 1991) has not been accomplished, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced controllability of the airplane, due to freezing of relay 36 CE 3 in the energized state which, when coupled with an erroneous command from the SEC 2 computer could result in the disconnection of ELAC 1 and ELAC 2 computers and a runaway of the trimmable horizontal stabilizer (THS), accomplish the following: (a) Install a new STP1 relay (P/N D0003002100100) having a date code newer than or equal to 88/41 A, in accordance with Airbus Industrie All Operator Telex 27-03, Revision 3, dated June 12, 1991, at the applicable time indicated in subparagraph (a)(1), (a)(2), or (a)(3) of this AD. (1) For airplanes that have accumulated more than 1,400 landings since retrofitted with SEC part number (P/N) B372ABM0606/B372BAM0404: Within 200 landings after the effective date of this AD. (2) For airplanes that have accumulated at least 800 landings but not more than 1,400 landings since retrofitted with SEC P/N B372ABM0606/ B372BAM0404: Prior to the accumulation of 1,600 total landings since retrofitted with SEC P/N B372ABM0606/B372BAM0404. (3) For airplanes that have accumulated less than 800 landings since retrofitted with SEC P/N B372ABM0606/B372BAM0404: Within 800 landings after the effective date of this AD. (b) An 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, Standardization Branch, ANM-113. The request shall be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and thensend it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The installation required by this AD shall be done in accordance with Airbus Industrie All Operator Telex 27-03, dated June 12, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (e) This amendment (39-8117, AD 91-26-06) becomes effective on January 3, 1992.
2009-01-10: 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: During a pre-delivery flight of a CL-600-2C10 aircraft, the AC essential bus did not come on-line following deployment of the Air Driven Generator (ADG). Following investigation, it was determined that a specific batch of contactors in the ADG Power Center (ADGPC) is susceptible to failure due to low contact pressure. * * * The unsafe condition is a malfunction of the emergency AC generation and control system that supplies emergency AC power to essential flight instruments, including the flap and slat system, pitch trim system, and hydraulic pump 3B. Loss of essential flight instruments could prevent continued safe flight and landing of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2016-09-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of airspeed indication discrepancies while flying at high altitudes in inclement weather. This AD requires replacing certain pitot probes on the captain, first officer, and standby sides with certain new pitot probes. We are issuing this AD to prevent airspeed indication discrepancies during inclement weather, which, depending on the prevailing altitude, could lead to unknown accumulation of ice crystals and consequent reduced controllability of the airplane.
2024-22-03: The FAA is superseding Airworthiness Directive (AD) 2024-04- 11, which applied to certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. AD 2024-04-11 required modifying the variable frequency generator (VFG) power-feeder harness routing. Since the FAA issued AD 2024-04-11, the FAA received a report of damage to a VFG power-feeder harness, resulting in the loss of the associated VFG and the posting of the L GEN FAIL (Caution) message. This AD continues to require modifying the VFG power-feeder harness routing, and also requires inspecting the VFG power-feeder harnesses for damage and clearance, repairing or replacing the VFG power-feeder harnesses if necessary, modifying and adjusting the VFG power-feeder harnesses if necessary, and prohibiting dispatch of certain airplanes under certain master minimum equipment list (MMEL) items; as specified in a Transport Canada emergency AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
49-29-02: 49-29-02 BEECH: Applies to All Models D18S, D18C and D18C-T Aircraft. Compliance required not later than December 1, 1949. Inspect the control linkages with rudder return springs for wear at the forward end of the springs. If the linkages are worn 1/32 inch or more below the surface for half the tube circumference or greater they should be replaced, otherwise the linkage is considered serviceable. Synthetic rubber bushings should be installed between the springs and the linkages at the forward end of the spring to prevent further wearing of the linkages. To hold the bushings, retaining clips should be installed over the ends of the springs and the last coil of the spring closed by tack welding to prevent the clip from backing off. If the rudder return springs have not been installed previously on the rudder control linkages the complete linkages should be replaced with those incorporating springs and synthetic bushings. It will also be necessary to install spring brackets to the rear stabilizer spar. (Beech Service Bulletin D18-54 covers this same subject and cancels and supersedes Service Bulletins D18-36 and D18-50 and Service Letter D18-26.) This supersedes AD 47-51-09.
2016-09-09: We are superseding airworthiness directive (AD) 2013-08-17 for Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, and SA-366G1 helicopters. AD 2013-08-17 required initial and recurring inspections of the 9-degree fuselage frame for a crack and repairing the frame if a crack exists. This new AD modifies the compliance times and expands the inspection area of the 9-inch frame. The actions of this AD are intended to detect a crack in the 9-degree frame to prevent loss of structural integrity and subsequent loss of control of the helicopter.
47-10-16: 47-10-16 LOCKHEED: (Was Mandatory Note 18 of AD-763-3.) Applies to All Model 49-46 Serials Up to and Including 2075 and to All Model 49-51 Airplanes. (This supersedes Supplement Number 1 to AD-763 (Special) Dated August 26, 1946.) Compliance required prior to June 1, 1947. All Model 49-51 aircraft shall be converted to Model 49-46 aircraft. Prior to recertification of Model 49-46 aircraft converted from Model 49-51 aircraft, the following Service Bulletins in addition to those listed in Note 47-10-15 must be complied with: **49/SB-1, revised June 7, 1946 - Installation of Two-Speed Supercharger Controls. *49/SB-14, revised July 27, 1946 - Installation of Bendix Direct Fuel Injection System. 49/SB-24, dated June 5, 1946 - Rework of Engine Cowl Diaphragm Structure. 49/SB-124, revised July 27, 1946 - Rewiring of Engine Fire Detector System. Wright Aeronautical Corp. Bulletin C18-23, dated October 4, 1946 - Fuel Injection Tube Installation. **49/SB-230, dated November 3, 1946 - Engine Oil Cooler Temperature Control Regulators - Recalibration of. **49/SB-231, dated November 2, 1946 - Engine Oil Pump Pressure and Engine Oil Pressure Gauge Range Markings - Adjustment of. *Service Bulletin 49/SB-14 has been revised subsequent to issuance of AD-763 (Special), Supplement No. 1, dated Aug. 26, 1946. Model 49-46 aircraft certificated in accordance with that AD Supplement should be checked for compliance with this later revision within next 200 hours of operation. **Service Bulletin 49/SB-1 was not listed in AD-763 (Special), Supplement No. 1, dated Aug. 26, 1946, but must be complied with to permit use of new performance values shown in the Operation Manual for Model 49-46 aircraft, Lockheed Report No. 5817. All Model 49-46 aircraft certificated in accordance with that Supplement to AD-763 (Special) should be checked for compliance with Bulletins 49/SB-1, 230 and 231 within next 200 hours of operation.
2003-12-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 & 701) series airplanes. This action requires a revision to the Airplane Flight Manual (AFM) to prohibit operations into known or forecast icing conditions under certain conditions. This action also requires an inspection to detect damage of the wing anti-ice (WAI) ducts to determine if the external shrouds of the ducts are open or cracked, and replacement of any damaged duct with a new duct or a duct with the same part number. This action also provides for an optional terminating action for the AFM revision and inspection. This action is necessary to prevent the WAI ducts from collapsing, cracking, or rupturing, which could cause leakage of hot air in the under-floor pressurized area of the fuselage when the anti-ice system is turned on. Such leakage of hot air results in insufficient heat for the anti-ice system and consequent aerodynamic degradation. This action is intended to address the identified unsafe condition.
68-01-05: 68-01-05 FAIRCHILD-HILLER: Amdt. 39-535. Applies to F-27 airplanes, Serial Numbers 1 through 124 inclusive and FH-227 airplanes Serial Numbers 501 to 555 inclusive, 557 to 561 inclusive, 564 to 566 inclusive, incorporating Hartman MC815 series motor controller. Compliance required as follows: To prevent hazards associated with flap drive system failure whereby the flaps are driven off the drive screwjacks, accomplish the following: (a) Within the next 200 hours' time in service after the effective date of this AD, and thereafter at 200-hour intervals from the date of the last inspection, inspect flap system motor controller in accordance with Fairchild-Hiller Corporation Alert Service Bulletin F27-27-55A dated September 7, 1967 or FAA approved equivalent. This inspection may be terminated upon completion of the requirement of paragraph (b) of this AD. (b) Within the next 500 hours' time in service after the effective date of this AD, unless already accomplished, rewire the flap drive circuit in accordance with Fairchild-Hiller F-27 Service Bulletin 27-56 Revision 1 dated October 26, 1967, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 27-13 Revision 1 dated October 26, 1967, for FH-227 aircraft or later revisions approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or perform an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiating data submitted through an FAA Maintenance Inspector, compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment becomes effective January 9, 1968.
2022-10-51: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS350B, AS350B1, AS350B2, AS350B3, AS350BA, AS350D, AS355E, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters; and Airbus Helicopters Deutschland GmbH (AHD) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, EC135T3, MBB-BK 117 C-2, MBB-BK 117 D-2, and MBB-BK 117 D-3 helicopters. This AD was prompted by a supplier report of a non- conformity occurring during production. This AD requires removing certain flight control Flexball cables from service and prohibits installing those flight control Flexball cables on any helicopter, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also requires reporting certain information. The FAA previously sent an emergency AD to all known U.S. owners and operators of these helicopters. The FAA is issuing this AD to address the unsafe condition on these products.
2016-09-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 717-200 airplanes. This AD was prompted by multiple reports of the vertical stabilizer leading edge showing signs of fastener distress. This AD requires a detailed inspection for any distress of the vertical stabilizer leading edge skin, and related investigative and corrective actions if necessary. This AD also requires, for certain airplanes, repetitive detailed inspections of the spar cap for any loose and missing fasteners, repetitive eddy current testing high frequency (ETHF) and radiographic testing (RT) inspections of the spar cap for any crack, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct any crack in the vertical stabilizer leading edge and front spar cap, which may result in the structure becoming unable to support limit load, and may lead to the loss of the vertical stabilizer.
2016-09-02: We are adopting a new airworthiness directive (AD) for certain Turbomeca S.A. Astazou XIV B and H turboshaft engines. This AD requires a one-time inspection of the front surface of the 3rd stage turbine for a groove. This AD was prompted by a report of a crack on the 3rd stage turbine wheel. We are issuing this AD to prevent cracks in the 3rd stage turbine wheel, failure of the engine, in-flight shutdown, and loss of control of the helicopter.
2003-17-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Learjet Model 45 airplanes, that currently requires repetitive application of grease to the rotating disk assembly of the nose landing gear (NLG) squat switch mechanism. This amendment requires replacement of the squat switch camrod of the NLG, which terminates the repetitive application; and also reduces the applicability of the existing AD. The actions specified by this AD are intended to prevent moisture contamination and subsequent formation of ice which could cause bending and damage of the squat switch assembly, driving the nose wheel to an uncommanded angle against the force of the steering system. This condition, if not corrected, could result in the airplane departing the runway at high speeds during landing. This action is intended to address the identified unsafe condition.
47-47-02: 47-47-02 PIPER: (Was Mandatory Note 6 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-796 Inclusive, 12-815, 12-817 to 12-822 Inclusive, 12-825 to 12-831 Inclusive, 12-833, 12-835 to 12-848 Inclusive, 12-863 to 12-893 Inclusive, 12-895 to 12-901 Inclusive. Compliance required as soon as practicable but not later than January 15, 1948. To eliminate the possibility of a short circuit occurring between the battery terminal bases and the battery box, a wood filler block 1/4 inch x 1 1/2 inches x 10 inches (Piper P/N 11367) should be fastened to the upper inside edge of the battery box with two No. 6-32 x 1/2 flat head machine screws. Any insulating spacer which will accomplish this same objective may also be used. On completion of this change appropriate entry shall be made in the aircraft log book. If the Reading R24L Battery has been replaced with an S24 Battery and proper spacer channels (Piper P/N 10926 and 10927) are installed, the above changeis unnecessary. (Piper Service Bulletin No. 98 dated July 28, 1947, covers this same subject.)
2003-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747SP, and 747SR series airplanes, that requires repetitive inspections to find fatigue cracking between the seal ribs of the front spar web of the wing and outboard of the outboard seal rib to front spar station inboard (FSSI) 711, and repair of cracked structure. This AD also provides for an optional modification of a certain area. This action is necessary to find and fix fatigue cracking between the seal ribs of the front spar web of the wing and outboard of the outboard seal rib to FSSI 711, which could result in fuel leakage into the area of the inboard engines, and consequent increased risk of a fire. This action is intended to address the identified unsafe condition.
47-10-09: 47-10-09 LOCKHEED: (Was Mandatory Note 8 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required after each engine change. When found necessary as a result of engine replacement in a quick-change powerplant unit, add seal plates to the engine oil lines where they pass through the engine fire seals, and add cover plates to the alternate oil line cutouts in the fire seals. (LAC Service Instruction 49/51-39 and LAC Service Bulletin 49/SB-63 cover this same subject for Models 49-51 and 49-46, respectively.)
73-23-03: 73-23-03 BEECH: Amdt. 39-1741. Applies to Models A23-19, 19A, M19A and B19 (Serial Numbers MB-1 thru MB-603); Models 23, A23, A23A, B23 and C23 (Serial Numbers M- 2 thru M-1476); and Models A23-24 and A-24 (Serial Numbers MA-2 thru MA-368) airplanes. NOTE: 19 series (Serial Numbers 507 thru 603) airplanes, 23 series (Serial Numbers 1325 thru 1476) airplanes, and A23-24 (Serial Numbers 364 thru 368) airplanes were equipped with single wall ducts when delivered from the factory. These airplanes are included in the AD to assure that if double walled ducts were installed in the field, they are removed. Compliance: Required as indicated, unless already accomplished. To preclude separation of the inner liner and possible blockage of carburetor induction air flexible ducts which may cause partial or complete engine power loss, accomplish the following within 100 hours' time in service after the effective date of this AD. A) Remove the engine cowl as necessary to expose the carburetor induction air flexible ducts and visually inspect these ducts to determine whether they are single wall (reinforcing wire exposed inside the duct) or double wall (reinforcing wire sandwiched between the duct material). If the installed ducts are single wall, no further action is required. B) If the installed carburetor induction air flexible ducts are double wall, prior to further flight, replace them with single wall ducts of applicable Beech part numbers specified in Beechcraft Service Instructions No. 0566-241, or later FAA-approved revisions or equivalent field fabricated duct or any other modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: Equivalent ducts may be fabricated in the field using BEMCO Part Number SW2WC duct material of the same diameter and length as the duct removed. This material is manufactured by BEMCO, Post Office Box 68, Centerton, Arkansas 72719. This amendment becomes effective November 13, 1973.
2003-16-06: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 747 series airplanes equipped with General Electric CF6-45 and CF6-50 series engines. This amendment requires an inspection to detect chafing of the fuel line or incorrect clearance between the fuel line and pneumatic duct insulation blanket; a fuel leak check and strut drain test; corrective action if necessary; replacement of the outboard strut fuel line coupling O-rings and retaining rings with new parts; replacement of the pneumatic duct boot with a new part; and, for certain airplanes, installation of a flame arrestor and drain line entry screens. The actions specified by this AD are intended to prevent leaking fuel line couplings, chafed fuel lines, restricted or clogged strut drain lines, migrating fluids or vapors toward ignition sources, and flashback of external flame into the strut; these conditions could result in an uncontained engine strut fire. This action is intended to address the identified unsafe condition.
2016-08-13: We are superseding Airworthiness Directive (AD) 2004-19-11 for certain Airbus Model A320 series airplanes. AD 2004-19-11 required modification of the inner rear spar web of the wing, cold expansion of the attachment holes of the forward pintle fitting and the actuating cylinder anchorage of the main landing gear (MLG), repetitive ultrasonic inspections for cracking of the rear spar of the wing, and corrective action if necessary. AD 2004-19-11 also provided optional terminating action for the repetitive inspections. This new AD retains the requirements of AD 2004-19-11, and requires the previously optional terminating action. This AD was prompted by a determination that the previously optional terminating action is necessary to address the unsafe condition. We are issuing this AD to prevent fatigue cracking of the inner rear spar, which may lead to reduced structural integrity of the wing and the MLG.