Results
76-06-03: 76-06-03 SCHEIBE FLUGZEUGBAU GmbH: Amendment 39-2552. Applies to SF 26A gliders, certificated in all categories. Compliance is required as indicated. To prevent the possible loss of lateral control, accomplish the following: (a) Within the next 10 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, visually inspect the aileron bellcranks near the weld of the middle bearing bushing for cracks with a magnifying glass of at least 5 power, in accordance with Scheibe Technical Note No. 232-1/75 dated October 7, 1975, or an FAA-approved equivalent. (b) If a crack is found during an inspection required by paragraph (a) of this AD, before further flight, repair the cracked aileron bellcrank, in accordance with FAR 43.13. This amendment becomes effective March 29, 1976.
72-22-04: 72-22-04 BEECH: Amendment 39-1546. Applies to Beech Models 60 series (Serial Numbers P-1 thru P-200 and P-210) airplanes which have a moisture barrier at fuselage station 306.421. Compliance: Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible interference with elevator movement, accomplish the following: A) Starting at the cut out for the elevator bell crank, slit the moisture barrier vertically upward utilizing a knife, razor blade or other similar tool. Extend this cut through the Velcro strip which attaches the moisture barrier to the front spar of the horizontal stabilizer. NOTE: In making the slit do not damage the spar. B) Any equivalent method of compliance with this AD must be submitted and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective October 31, 1972.
2019-14-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-251N and -271N airplanes; and Model A321- 251N, -253N, -271N, and -272N airplanes. This AD was prompted by a report that during a calibration check, some torqueing tools used on the final assembly line have been found out of tolerance. This AD requires retorqueing each affected connection of sense and fire extinguishing lines within the pylon area to a correct torque value, as specified in an 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.
2005-26-09: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney (PW) JT9D-7R4 turbofan engines. This AD requires inspection of the blade root thickness of 1st stage fan blades identified by part number (P/N) and serial number (SN) in this AD, by a repair station approved by PW to perform the inspection. This AD results from a report that a repair station created their own repair and performed it on 520 1st stage fan blades, without approval from PW. We are issuing this AD to prevent 1st stage fan blade fracture and uncontained engine failure, resulting in possible damage to the airplane.
2001-24-27: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes; Model DC-9-81, -82, -83, and -87 series airplanes; Model MD-88 airplanes; and C-9 airplanes, that currently requires repetitive inspections to detect cracking of the rudder pedal adjuster hub assembly, and replacement of the assembly, if necessary. That AD also provides for an optional terminating action for the repetitive inspections. This amendment requires accomplishment of a new terminating action for the repetitive inspections. This amendment is prompted by that FAA's determination that further rulemaking is necessary. The actions specified by this AD are intended to \nprevent loss of rudder pedal control and reduction of braking capability.
78-14-04: 78-14-04 BURKHART GROB: Amendment 39-3254. Applies to Model "G102" Astir CS gliders, serial numbers 1180 through 1536, certificated in all categories, that have rudder control levers with lightening cutouts. Compliance is required with in the next 25 hours time in service after the effective date of this AD, unless already accomplished. To reduce the possibility of failure of the intermediate rudder control lever and subsequent loss of rudder control, replace the rudder control lever in accordance with Burkhart Grob, Technical Information TM 102-8, dated November 28, 1977, or equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. This amendment becomes effective July 11, 1978.
82-06-06: 82-06-06 CANADAIR: Amendment 39-4346. Applies to Model CL-600 airplanes serial numbers 1012 thru 1024 certificated in all categories. To prevent damage to the flap drive shafts, accomplish the following: 1. Within the next 50 hours time in service after the effective date of this AD, unless already accomplished within the last 100 hours time in service, and thereafter at intervals not to exceed 150 hours time in service, inspect the left and right flap drive shafts for damage between WS220 and WS264, in accordance with paragraphs 2.A and 2.B of Canadair Alert Service Bulletin No. A600-0037, Revision 1, dated October 28, 1981. If either drive shaft is damaged beyond the service bulletin limits, replace the shaft prior to further flight. 2. Before the accumulation of 550 hours time in service or within the next 50 hours time in service, whichever occurs later, unless already accomplished, install clamp supports for the left and right flap drive shafts at WS237.10, in accordance with paragraph 2.D of the Canadair Alert Service Bulletin. 3. The inspections required by paragraph (1) are terminated by incorporation of the clamp support in accordance with paragraph (2) of this AD. 4. Airplanes may be flown in accordance with FAR 21.197 to a maintenance base for accomplishment of the inspection required by this AD. 5. Alternate methods of compliance with this AD may be used when they provide an equivalent level of safety and are 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 March 22, 1982.
2005-26-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A318-100, A319-100, A320-200, A321-100, and A321-200 series airplanes; and Model A320-111 airplanes. This AD requires revising the airplane flight manual by incorporating new procedures to follow in the event of a fuel leak. This AD results from a determination that, once a fuel leak is detected, fuel management procedures are a critical factor in limiting the consequences of the leak. We are issuing this AD to ensure that the flightcrew is advised of appropriate procedures to follow in the event of a fuel leak, such as isolating the fuel tanks, stopping any fuel transfers, and landing as soon as possible. Failure to follow these procedures could result in excessive fuel loss that could cause the engines to shut down during flight.
2019-14-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter series airplanes. This AD was prompted by reports of cracked flexible hoses of the oxygen crew and courier distribution system (OCCDS) on A330 freighter airplanes. This AD requires repetitive detailed inspections, including functional testing, of the OCCDS and replacement of affected part(s) if necessary, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
98-26-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires limiting the payload on the main cargo deck by revising the Limitations Sections of all Airplane Flight Manuals (AFM), AFM Supplements, and Airplane Weight and Balance Supplements for these airplanes. This amendment also provides for the submission of data and analyses that substantiate the strength of the main cargo deck, or modification of the main cargo deck, as optional terminating action for these payload restrictions. This amendment is prompted by the FAA's determination that under certain conditions unreinforced floor structure of the main cargo deck is not strong enough to enable the airplane to safely carry the maximum payload that is currently allowed in this area. The actions specified by this AD are intended to prevent failure of the floor structure, which could lead to loss of the airplane.
2019-14-05: The FAA is adopting a new airworthiness directive (AD) for certain B/E Aerospace Fischer GmbH (B/E Aerospace Fischer) Common Seats 170/260 H160. This AD was prompted by the discovery during testing that the energy absorber (EA) may not function as intended during emergency landing. This AD requires removing and replacing the EA assemblies on the affected seats. The FAA is issuing this AD to address the unsafe condition on these products.
2005-26-06: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-45A, CF6-50A, CF6-50C, and CF6-50E series turbofan engines. This AD requires removing from service pre-GE Service Bulletin (SB) No. CF6-50S/B 72-1268 configuration low pressure turbine (LPT) stage 2 interstage seal assemblies and stage 3 interstage seal assemblies. This AD also requires installing new or reworked configuration stage 2 interstage seal assemblies and stage 3 interstage seal assemblies. This AD results from reports of fan mid shaft separation, leading to separation of the LPT stage 1 disk, disk overspeed, and uncontained engine failure. We are issuing this AD to prevent uncontained engine failure and damage to the airplane.
2019-13-05: The FAA is adopting a new airworthiness directive (AD) for certain Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. This AD was prompted by fatigue analysis indicating stress concentrations, as well as the discovery of a helicopter with a crack in the station (STA) 362 frame and skin. This AD requires inspecting the main transmission forward and aft frame assemblies and adjacent skins for a crack and loose fasteners, and establishing life limits for certain frame assemblies. The FAA is issuing this AD to address the unsafe condition on these products.
2019-12-06: We are adopting a new airworthiness directive (AD) for Leonardo S.p.A. (type certificate previously held by Finmeccanica S.p.A., AgustaWestland S.p.A.) Model AW139 helicopters. This AD requires inspecting and altering the number 1 driveshaft (driveshaft). This AD was prompted by reports of scratches that were found on the driveshaft. The actions of this AD are intended to address an unsafe condition on these products.
82-07-01: 82-07-01 VICKERS-SLINGSBY: Amendment 39-4352. Applies to Model T.65A Vega gliders certificated in all categories which do not have Vickers-Slingsby Modification No. 12 incorporated. Compliance is required as indicated. To prevent inadvertent extension of the airbrakes during high speed, low level flight conditions in turbulent air, which could result in loss of control of the glider, accomplish the following: 1. Within the next 10 hours time in service after the effective date of this AD, unless already accomplished or until the modification required by paragraph 2 of this AD has been accomplished, install a placard on the flap/airbrake control in accordance with Vickers- Slingsby Technical Instruction No. 82, Issue 1, dated June 11, 1979. The placard must read as follows: "TEMPORARY RESTRICTION Maintain contact with flap handle during high speed in -8 degree flap position." 2. Modify the flap/airbrake control system in accordance with the instructions under "PROCEDURE" of Vickers-Slingsby Technical Instruction No. 85 by September 17, 1982, unless already accomplished. The placard required by paragraph 1 may be removed when this modification is accomplished. An equivalent means of compliance may be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, C/O American Embassy, Brussels, Belgium, or the Chief, Boston Aircraft Certification Branch, ANE-150, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective March 25, 1982.
79-12-05: 79-12-05\tLEARJET: Amendment 39-3488 as amended by Amendment 39-3614. Applies to the following (1) model and serial number airplanes on which "reduced approach speed system kit" AAK 76-4 has been installed and, (2) model and serial number 24E, 24F, 24F-A, 25D and 25F airplanes, certificated in all categories: \n\n\nMODELS\nSERIAL NUMBERS \n24, 24A\n24-100 through 24-180 \n24B, 24B-A\n24-181 through 24-217, 24-219 through 24-229 \n24C, 24D, 24D-A\n24-218, 24-230 through 24-328 \n24E, 24F, 24F-A\n24-329 through 24-357 \n25, 25A\n25-003 through 25-060 \n\n25-062 through 25-066 \n25B, 25C\n25-061, 25-067 through 25-201, 25-204, 25-205 \n25D, 25F\n25-206 through 25-278 \n\nCOMPLIANCE: Required as indicated, unless already accomplished. \n\nA)\tEffective immediately, temporarily insert the following information in the FAA-Approved Airplane Flight Manual and operate the airplane in accordance with these insertions: \n\n1.\tIn Section I, adjacent to the heading STALL WARNING SYSTEM Limitation, add the following: \n\nBoth stall warning systems must be ON and operating for all Normal Flight Operations. The systems may be turned off for Emergency Operations per Airplane Flight Manual Section III Procedures and for stall warning system maintenance per the Maintenance Manual Procedures: \n\nNOTE: Warning lights for both stall warning systems are inoperative when the generator and battery switches \n\nTo assure proper stall warning system operation, the BEFORE STARTING and AFTER TAKEOFF stall warning system operational and comparison checks in Section II of this Airplane Flight Manual must be completed on each flight. are OFF. \n\n2.\tIn Section II, under the heading BEFORE LANDING, add the following: \n\tLANDING APPROACH IN TURBULENCE: \n\tLanding Approach Speed - Computed and bug set. Refer to Section IV.\n\nNOTE: It is recommended that if turbulence is anticipated due to gusty winds, wake turbulence, or wind shear, the approach speed be increased. For gusty wind conditions,an increase in approach speed of one-half of the gust factor is recommended. \n\n3.\tIn Section II, under the heading ANTI-ICE SYSTEM, add the following: \n\tANTI-ICE SYSTEM NORMAL OPERATIONS \n\tObserve Airplane Flight Manual's recommendations for normal use of all anti-ice systems.\tWARNING: Even small accumulations of ice on the wing leading edges can cause aerodynamic stall prior to activation of the stick shaker and/or pusher. \n\n4.\tIn Section II, under the heading AFTER TAKEOFF, add the following: \n\tSTALL WARNING SYSTEMS COMPARISON CHECK \nAs a final step in the AFTER TAKEOFF procedures, the following stall warning system comparison shall be observed: \nANGLE-OF-ATTACK Indicators - Cross-check pilot's and copilot's indicators for agreement. \n\n5.\tIn Section II, adjacent to the ICE DETECTION procedures, add the following: \n\tVISUAL ICE DETECTION \n\tA visual inspection may be used to check for ice accumulations on the wing leading edges. \n\nFor night operation, the optional wing inspection light located on the right side of the fuselage may be turned on by setting the WING INSPECTION switch ON and checking for ice accumulations on the wing. It should be noted that the wing inspection light in itself is inadequate for detecting the presence of ice near the wing tips. \n\nIf the presence of wing leading edge ice is suspected during operations at night, in atmospheric conditions conducive to icing, the normal approach speeds must be increased per the APPROACH AND LANDING WITH ICE ON WING LEADING EDGES procedures of Section III of the Airplane's Flight Manual. \n\n6.\tIn Section III, under the heading ANTI-ICE SYSTEM FAILURE, add the following: \n\tAPPROACH AND LANDING WITH ICE ON WING LEADING EDGES \n\tWARNING: Even small accumulations of ice on the wing leading edges can cause aerodynamic stall prior to activation of the stick shaker and/or pusher. If approach and landing must be made with any ice (or suspected ice during night operations) on the wing leading edges: \n\n1.\tFinal Approach Speed - 15 knots above normal \n\n2.\tTouchdown Speed - 15 knots above normal \n\n3.\tLanding distance - Increase by 20% Anti-Skid ON or OFF. \n\n7.\tIn Section IV, adjacent to the heading TAKEOFF DISTANCE, FLAPS 8 DEGREES add the following: \n\tIncrease all chart Takeoff Distances by: \n\tModel 24 with Century III wings + 4% \n\tModel 25 with Century III wings + 6% \n\n8.\tIn Section IV, adjacent to the heading CRITICAL ENGINE FAILURE SPEED, V1, FLAPS - 8 DEGREES; ROTATION SPEED, VR, FLAPS - T.O. -8 DEGREES; AND ENGINE OUT SAFETY SPEED V2 FLAPS - T.O. - 8 DEGREES charts, add the following: \n\tIncrease all chart V1, VR and V2 speeds by: \n\tModel 24 with Century III wings + 2 KNOTS INDICATED AIRSPEED \n\tModel 25 with Century III wings + 3 KNOTS INDICATED AIRSPEED \n\n9.\tIn Section IV, adjacent to the LANDING APPROACH SPEEDS chart, add the following: \n\tIncrease all chart Landing Approach Speeds (V REF) by: \n\t+ 6 KNOTS INDICATED AIRSPEED \n\n10.\tIn Section IV, adjacent to the LANDING DISTANCE chart add the following: \n\tIncrease all Chart Actual and Scheduled and Alternate Stops Field Lengths by: +8% \n\n11.\tIn Section IV in place of the current STALL SPEEDS file the following charts: \n\nNOTE: In order to comply with the requirements of paragraph A) of this AD, this airworthiness directive, or a duplicate thereof, may be used as a temporary amendment to the Airplane Flight Manual and carried in the aircraft as part of the Airplane Flight Manual until replaced by the permanent revisions to the Airplane Flight Manual provided by the manufacturer and approved by the FAA. \n\nB)\tWithin the next 300 hours time-in-service after the effective date of this AD, or December 15, 1979, whichever occurs first, adjust the stall warning system and inspect the systems and components that may affect aircraft stall speed in accordance with the procedures provided by Gates Learjet Service Bulletin SB 24/25- 294 dated May 25, 1979. \n\nC)\tWhen Gates Learjet Airplane Accessory Kit Number AAK 79-10A (including insertion of the applicable Airplane Flight Manual changes in FAA Approved Airplane Flight Manual) is installed, paragraphs A)7. through A)11. and paragraph B) of this AD are no longer applicable. \n\nD)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\nAmendment 39-3488 became effective June 18, 1979. \nThis Amendment 39-3614 becomes effective November 6, 1979.
98-26-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires limiting the payload on the main cargo deck by revising the Limitations Sections of all Airplane Flight Manuals (AFM), AFM Supplements, and Airplane Weight and Balance Supplements for these airplanes. This amendment also provides for the submission of data and analyses that substantiate the strength of the main cargo deck, or modification of the main cargo deck, as optional terminating action for these payload restrictions. This amendment is prompted by the FAA's determination that under certain conditions unreinforced floor structure of the main cargo deck is not strong enough to enable the airplane to safely carry the maximum payload that is currently allowed in this area. The actions specified by this AD are intended to prevent failure of the floor structure, which could lead to loss of the airplane.
99-01-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires installation of a placard that warns the cabin crew not to put the selector valve for the forward lavatory water supply in the "DRAIN" position during flight. This amendment also requires installation of an isolation valve in the drain line downstream of the selector valve, which would terminate the requirement for the placard installation. This amendment is prompted by reports of damage to the horizontal stabilizer, and engine flameout caused by ice formed from water drained inadvertently through a mispositioned selector valve. The actions specified by this AD are intended to prevent damage to the engines, airframe, or horizontal stabilizer, and/or to prevent a hazard to persons or property on the ground, as a result of ice that could dislodge from the airplane.
80-22-54: 80-22-54 ROCKWELL: Amendment 39-3990. Applies to Rockwell NA-265-60 airplanes modified in accordance with Raisbeck Group STC SA687NW and Rockwell NA-265-80 airplanes modified in accordance with Raisbeck STC SA847NW. To prevent failure of the lateral control system, accomplish the following: A. Before further flight visually inspect for nicks, burrs or other damage, the aileron cables, and the sector to which the cables attach, in the area of the sector, at approximately wing station 160. Inspect these parts in both wings. B. Cables found damaged are to be replaced. Sectors found damaged are to be replaced or repaired, as necessary, in accordance with FAR Part 43, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. C. Airplanes may be ferried in accordance with FAR 21.199 to a Maintenance Base, for the purpose of complying with this AD. D. This Airworthiness Directive is not applicable to airplanes inspected in accordance with the above if the inspections were accomplished after October 20, 1980. This amendment becomes effective December 24, 1980, and was effective earlier to those recipients of telegraphic AD T80-22-54 dated October 24, 1980.
71-13-05: 71-13-05 DORNIER GmbH: Amdt. 39-1233. Applies to Model Do-28D-1, Serial Nos. 4002 through 4049. Within the next 50 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 landing gear wheel forks for cracks in accordance with Dornier Service Bulletin No. 1039-1501 or an FAA-approved equivalent. If cracks are found during any inspection, before further flight replace the fork with a serviceable part of the same part number. This amendment becomes effective June 23, 1971.
52-04-06: 52-04-06 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than May 1, 1952. Relocate the cabin heater (1) fuel failure light, (2) low heat warning light and (3) MANUAL-OFF-AUTO switch to the cockpit. (G. L. Martin Service Bulletin 110 issued for the 202A together with Trans World Airlines Engineering Orders Nos. 5422 and 5820 cover this same subject and can be used for both 202 and 202A.)
2002-22-11: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Turbomeca Artouste III series turboshaft engines with injection wheels part numbers (P/N's) 218.25.700.0, 218.25.704.0, 243.25.709.0, 243.25.713.0, 0.218.27.705.0, 0.218.27.709.0, and 0.218.27.713.0 installed. That AD currently requires smoke emission checks after every ground engine shutdown. If smoke is detected, that AD requires inspecting for fuel flow. If fuel flow is not detected, the engine may have injection wheel cracks, which requires removing the engine from service for repair. If fuel flow is detected, the engine may have a malfunctioning electric fuel cock, which requires removing the electric fuel cock from service and replacing with a serviceable part. This amendment has similar requirements as the original AD, except that the smoke emissions are to be checked after the last flight of the day, as opposed to after every flight, as required by the original AD. This amendmentalso requires inspection of central labyrinths not previously inspected or not replaced after the engine logged 1,500 operating hours, and, replacement of these labyrinths if necessary. This amendment is prompted by reports and analyses of in-flight shutdowns (IFSD's) occurring since the issuance of AD 2000-06-12. The actions specified by this AD are intended to prevent injection wheel cracks and excessive central labyrinth wear, which could result in an IFSD.
2019-10-02: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. This AD was prompted by an event where the airplane did not respond to the flightcrew's flight control inputs because the pitch trim switches did not disconnect the autopilot. This AD requires modifying the wiring installation for the autopilot disconnect logic. We are issuing this AD to address the unsafe condition on these products.
2019-12-02: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of low clearance between the variable frequency generator (VFG) power feeder cables and adjacent hydraulic lines and/or fuel lines in the aft equipment bay, which could cause chafing damage. This AD requires modifying the routing of the VFG power feeder cables and harnesses in the aft equipment bay. The FAA is issuing this AD to address the unsafe condition on these products.
99-01-01: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-80C2 series turbofan engines. This action requires a one-time visual inspection to ensure the correct accessory gearbox (AGB) idler adapter inserts are installed, and, if necessary, removal of AGB idler adapters with the improper inserts. This amendment is prompted by a report of a failure of a fuel tube flange connection due to improper AGB idler adapter inserts that resulted in a high pressure fuel leak and engine fire. The actions specified in this AD are intended to identify and remove AGB idler adapters with improper inserts, which can result in an engine fire and damage to the aircraft.