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2016-06-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD requires repetitive inspections for cracking in the horizontal and vertical flanges of the rear spar upper chord of the horizontal stabilizer, and related investigative and corrective actions if necessary. This AD was prompted by a report of cracking in the center section of the horizontal stabilizer. We are issuing this AD to detect and correct cracking of the rear spar center section of the horizontal stabilizer that could lead to departure of the horizontal stabilizer from the airplane.
51-13-01: 51-13-01 MARTIN: Applies to All Models 202 and 202A Series Aircraft as Noted. Compliance required as indicated. 1. Applies to all Serial Numbers except 9125 through 9127 and 9129 through 9131. A. Compliance required every other No. 3 inspection period, approximately 620 hours flight time, or 6 months, whichever occurs first. (1) Inspect the wing top cover splice angles with 2- to 6-power glass (may be conducted with paint on). On Model 202 Series aircraft, except Serial Numbers 9149 and 9150, these angles are P/N U23435 through U23442 (wedge assemblies Nos. 2021A12633 and 2021A12624). On Model 202 aircraft, Serial Numbers 9149 and 9150, and on all Model 202A Series aircraft, these angles are P/N A12025, A12026, U29403, U29404, U29407, and U29408 (wedge assemblies Nos. 2021A12023 and 2021A12024). (2) If cracks are found, the top cover wedge assembly must be replaced as outlined in item B. (3) Continue the inspections outlined in item A. until the replacementaction outlined in item B. is accomplished. B. Compliance required not later than January 1, 1953. (1) Replace all wing top cover wedge angles with new angles as follows: On Model 202 Series aircraft, except Serial Numbers 9149 and 9150, the new angles are P/N 202A3000068-1 and -2 through 202A3000071-1 and -2 (wedge assemblies Nos. 2021C12336-9 and -10). On Model 202A aircraft, Serial Numbers 9149 and 9150, and on all Model 202A Series aircraft, the new angles are P/N 202A3000072-1 and -2 through 202A3000074-1 and -2 (wedge assemblies Nos. 2021C12090-9 and -10). (2) At the time of wedge assembly replacement, the outer wings must be reinstalled with the engines removed, and the mating faces shimmed to a maximum permissible gap of 0.020 inch. The rear spar fitting must also be shimmed to a zero gap for approximately the upper half of its area. (3) Each airplane must have a torque check on the attach angle bolts immediately after the first flight after any outer wing installation. If the torque is within 15 percent of the installation torque, it is satisfactory. (4) After the new wedge angles are incorporated, the inspection outlined in item A. is no longer applicable to that airplane. 2. Applies to Serial Numbers 9125 through 9127 and 9129 through 9131. A. Compliance required every 170 hours flight time. Conduct the inspection outlined in above item 1.A. on angles P/N U23435 through U23442 (wedge assemblies Nos. 2021A12623 and 2021A12624) until cracks are found and/or the replacement action outlined in item B. below is accomplished. B. Compliance required not later than May 15, 1952. Replace all wing top cover angles with new angles P/N 202A3000068-1 and -2 through 202A3000071-1 and -2, wedge assemblies Nos. 2121C12336-9 and -10, and when accomplished, the inspections outlined in above item A. are no longer applicable to that airplane. 3. Applies to all Model 202 and 202A Series. A. Compliance required every 12,000 flighthours. Replace all wing top cover attach angle bolts and spar web splice bolt. (Martin 202/202A Service Bulletins Nos. 180, 184, and 187 cover this same subject.)
2001-13-03 R1: This amendment revises an existing airworthiness directive (AD) for Kaman Aerospace Corporation (Kaman) Model K-1200 helicopters that currently requires reducing the life limit of the rotor shaft and teeter pin assembly and establishing a life limit for the flap clevis. This amendment retains those requirements but removes a flap clevis part number from the applicability and, as a result of a comment, changes the application of the life limit from the flap clevis to the flap clevis assembly. This amendment is prompted by the determination after an analysis of testing results that a certain flap clevis assembly should have an unlimited life. The actions specified by this revision are intended to remove the life limit for a specified flap clevis assembly. The actions specified by this AD are intended to prevent fatigue failure of the rotor shaft, teeter pin assembly, and flap clevis assembly, and subsequent loss of control of the helicopter.
72-25-06: 72-25-06 BEECH: Amdt. 39-1572. Applies to Beech Models C-45G, TC-45G, C-45H, TC-45H, TC-45J (SNB-5), RC-45J (SNB-5P) D18C, D18S, E18S, E18S-9700, G18S, H18, JRB- 6, 3N, 3NM and 3TM Aircraft certificated in all categories with STC SA4-1531, STC SA111WE, STC SA1832WE or any other STC modification incorporating the provisions of the Volpar TriGear Installation. Compliance required as indicated. To prevent possible failure of the nose landing gear to extend from the retracted position on those aircraft with Volpar TriGear installed, accomplish the following: For airplanes incorporating Volpar Tricycle Landing Gear, within the next 100 hours' time in service after the effective date of this AD unless already accomplished, modify the Volpar nose walking beam assembly, P/N 261, in accordance with Volpar Service Bulletin No. 21, as revised 7 August 1972, or later FAA-approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. NOTE: For bulletins, parts or service information contact: Volpar Incorporated 16300 Stagg Street Van Nuys, California 91406 Phone 213-787-4393 NOTE: Pilots are cautioned to conduct a through pre-flight inspection in this area. A decal should be located on the nose gear shock strut housing listing the recommended strut inflation pressure. This amendment becomes effective December 9, 1972.
2024-24-10: The FAA is superseding Airworthiness Directive (AD) 2023-05- 02, which applied to certain Airbus SAS Model A318, A319, A320, and A321 series airplanes. AD 2023-05-02 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
47-21-22: 47-21-22 REPUBLIC: (Was Service Note 2 of AD-769-2.) Applies to Model RC-3 Aircraft. Inspection required before next flight and at each subsequent 25 hours of operation. If no tab type lockwashers are installed, check tightness of engine mounting bolts to torque of 25 foot-pounds on 3/8-inch bolts and 30 foot-pounds on 7/16-inch bolts. If it is found that loosening has occurred it will be necessary to install tab type lockwashers under all engine mounting bolts. (AMI P/N 15175 for 3/8-inch bolts, AMI P/N 15176 for 7/16-inch bolts.) If tab type lockwashers have been installed previously and tabs are in place, inspection is required only at the regular 100-hour periods. (Aircooled Motors Service Bulletin No. 47 pertains to this subject.)
2024-24-09: The FAA is superseding Airworthiness Directive (AD) 2022-24- 05, which applied to all Airbus SAS Model A318, A319, A320, and A321 series airplanes. AD 2022-24-05 required repetitive inspections of certain galleys for corrosion of trolley retainer aluminum blocks and delamination of the upper panel of the trolley compartment, and applicable corrective action. This AD was prompted by the list of affected galleys being revised, and a new modification that was developed to restore the design integrity of the affected galleys. This AD continues to require the actions in AD 2022-24-05, provides optional terminating action for the repetitive inspections, revises the list of affected parts, and prohibits the installation of affected parts under certain conditions; 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.
48-13-04: 48-13-04 PIPER: Applies to PA-12 Aircraft Serial Numbers 12-1 Through 12-3450; 12- 3452; 12-3454 Through 12-3467; 12-3469 Through 12-3471; 12-3473 Through 12-3491; 12- 3993 Through 12-3504; 12-3506; 12-3507; 12-3511 Through 12-3520; 12-3522 Through 12- 3531; 12-3533; 12-3535 Through 12-3543; 12-3545 Through 12-3548; 12-3553; 12-3901 Through 12-3958; 12-3960 Through 12-3962; 12-3965 Through 12-3976; 12-3983; 12-3984; 12- 3988; 12-3990 Through 12-3994. Compliance required by May 1, 1948. To avoid arcing between the fuse clip and the wire attachment plate on the fuse block caused by loosening of the fuse clip attaching rivets, replace rivets by No. 4 machine screws and stake threads. (Piper Service Bulletin No. 105 dated February 18, 1948, covers this same subject.)
47-31-02: 47-31-02 NAVION: (Was Mandatory Note 11 of AD-782-3.) Applies to Serial Numbers NAV-4-2 Through NAV-4-850. To be accomplished not later than November 1, 1947. Remove carburetor vapor return line hose P/N 75696 and install fire-resistant hose P/N 76701. This change is necessary to prevent premature failure of the vapor return line in the event of an engine compartment fire. (NAA Field Service Bulletin No. 23 dated April 11, 1947, covers this rework.)
2008-26-09: 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: Bombardier Aerospace has completed a system safety review of the CL-600-2B19 aircraft fuel system against the new fuel tank safety standards * * *. The assessment showed that insufficient electrical bonding between the refuel/defuel shutoff valves and the aircraft structure could occur due to the presence of a non-conductive gasket (Gask-O- Seal). In addition, it was also determined that the presence of an anodic coating on the shutoff valve electrical conduit connection fitting could affect electrical bonding. The above conditions, if not corrected, could result in arcing and potential ignition source inside the fuel tank during lightning strikes andconsequent fuel tank explosion. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2016-05-10: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS 365 N3, EC 155B, and EC155B1 helicopters with certain external life rafts. This AD requires installing a sheath kit on the left-hand and right-hand raft deployment control systems. This AD is prompted by a report that the life raft deployment control could not be adjusted due to problems with the life raft deployment linkage. This unsafe condition, if not corrected, could result in failure of the external life raft to deploy and prevent evacuation of passengers during an emergency.
46-12-01: 46-12-01 CESSNA: (Was Mandatory Note 8 of AD-722-5.) Applies Only to AT-17 and UC-78 Series Airplanes. Inspection required immediately. On all AT-17 or UC-78 Series airplanes that have not been re-covered with grade A fabric at time of (or subsequent to) the original civil certification, inspect the fabric on wings and control surfaces to determine that the fabric complies with grade A fabric standards and has a sample breaking strength of at least 56 pounds. The lacing cord should also be checked and should have a breaking strength of at least 56 pounds when tested double. This inspection will require the testing of one or more samples of fabric and cord, the location from which the samples are to be taken and the number necessary will be determined by the CAA representative.
2024-23-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-251NX, -252NX, -253NX, -271NX, and -272NX airplanes. This AD was prompted by the discovery during a quality review performed during manufacturing, that a torque strip indicator (material "Dykem") had been applied on the orifice fitting on certain slides' inflation reservoirs' venting holes. This AD requires an inspection for discrepancies of affected parts (certain reservoirs having certain orifices) and replacement of discrepant affected parts, and prohibits installing affected parts, 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.
99-18-18 R1: This amendment revises an existing airworthiness directive (AD) that is applicable to Dowty Aerospace Propellers Model R381/6-123-F/5 propellers, that requires initial and repetitive visual and ultrasonic inspections of propeller blades for cracks across the camber face, and, if blades are found cracked, replacement with serviceable blades. This amendment is prompted by an engineering analysis of field service data and certification testing that indicate that the repetitive visual inspection interval can be safely increased and that the ultrasonic inspections can be eliminated. The actions specified in this proposed AD are intended to detect propeller blade cracks and propagation, which if not detected could result in propeller blade separation and possible aircraft loss of control.
2016-03-03: We are superseding airworthiness directive (AD) 2013-11-13 for all Rolls-Royce plc (RR) Viper Mk. 601-22 turbojet engines. AD 2013-11- 13 required reducing the life of certain critical parts. This AD adds two new engine models and additional engine parts to the applicability. This AD was prompted by a determination by RR that additional parts for the RR Viper Mk. 601-22 as well as additional engine models are affected. We are issuing this AD to prevent failure of life-limited parts, which could lead to an uncontained part release, damage to the engine, and damage to the airplane.
51-02-02: 51-02-02 TEMCO: Applies to All Models GC-1A and GC-1B Airplanes Through Serial Number 3760, Except Those Equipped With Hanlon-Wilson Muffs. Compliance required by February 15, 1951. To prevent engine malfunctioning due to pieces of asbestos from the carburetor heat muff entering the carburetor, remove all asbestos strips on the right-hand (carburetor heat) muff. After removal of the asbestos, peen the muff collars to provide a tight fit on the exhaust stacks. This supersedes AD 47-25-08.
2024-24-07: The FAA is adopting a new airworthiness directive (AD) for certain MHI RJ Aviation ULC Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by a determination that the overhead bin attachment could fail under certain conditions. This AD requires replacing existing overhead bin hook assemblies and support tubes with a different type, as specified in a Transport Canada AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2016-03-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, -200 Freighter, and -300 series airplanes, and all Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports of premature aging of certain chemical oxygen generators in the passenger compartment that resulted in failure of the generators to activate. This AD requires inspecting to determine if certain passenger chemical oxygen generators are installed, and replacement of affected generators. We are issuing this AD to prevent failure of the chemical oxygen generator to activate during an emergency situation, which could result in unavailability of oxygen and possible incapacitation of the occupants.
2024-24-06: The FAA is superseding Airworthiness Directive (AD) 2023-03- 09, which applied to certain ATR-GIE Avions de Transport R[eacute]gional Model ATR72-101, -102, -201, -202, -211, -212, and - 212A airplanes. AD 2023-03-09 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2023-03- 09 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2003-07-13: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that currently requires repetitive inspections for excessive wear of the internal and external splines of the torque tube couplings of the trailing edge flaps, and replacement of the couplings, if necessary. That AD also provides an optional modification that, if installed, constitutes terminating action for the inspection requirements. This amendment expands the applicability of the existing AD and requires new inspections of the torque tube assemblies and certain gearbox assemblies and universal joints in the drive system for the inboard trailing edge flaps, and follow-on actions if necessary. For certain airplanes, this amendment also adds a new optional modification, which, if installed, terminates certain inspections. The actions specified by this AD are intended to prevent separations in the drive system for the inboard trailing edge flaps, which could cause a flap skew condition that could result in damage to the flaps or fuselage, and consequent reduced controllability of the airplane.
48-49-03: 48-49-03 DOUGLAS: Applies to All DC-6 Airplanes. \n\n\tCompliance required not later than March 1, 1949. \n\n\tTo reduce the probability of a loss of power for electrical circuits considered to be essential in flight, these essential circuits were designed to be connected directly to the master bus. Other less essential circuits are connected to the master bus through a 500-ampere Burndy limiter (fuse). \n\n\tIn an undetermined number of aircraft some of the essential circuits were inadvertently connected to the distribution bus rather than to the master bus. \n\n\tIt is necessary, therefore, that all DC-6 aircraft be inspected and such rewiring as necessary be done to assure that the following circuit protectors are connected to the master bus: \n\n\tRadio Master (B1-102), Fuel Booster Pumps (B1-63, 97), Invertor Power (B1-111, 116), Propeller Booster (Curtiss Propellers only, F1-28, 29), Propeller Control (Curtiss: B1-141, 142, 143, 144. Hamilton Standard: B1-188, 189, 190, 191), Propeller Synchronizer (B1-145), Governor Control (Hamilton Standard only, B1-192), Generator Control Panel (Eclipse Generator System only, B1-246, 247, 248, 249. Reference Douglas Service Bulletin DC-6 No. 329. \n\n\t(Douglas Service Letter A214-T.3338/TFW dated October 22, 1948 covers this same subject.)
47-32-03: 47-32-03 BELL: (Was Mandatory Note 3 of AD-1H-1.) Applies Only to Model 47B Serial Numbers 2 Through 6, 10 Through 17, and 20 Through 22. Compliance required not later than next 25-hour inspection after September 15, 1947. To insure proper operation of the tail rotor control pedal adjustment mechanism at all times, replace the existing pawl stop, P/N 47-722-059-1 in each pedal assembly with a modified pawl stop, P/N 47-722-057-1. Check length of each pedal adjustment mechanism and adjust if necessary to 4 27/64 inches, tolerances +000, -1/32 inch, measured from the center of the pedal adjustment mechanism assembly AN 329-41 pin to lower end of pawl. (Bell Service Bulletin 47C23 dated April 10, 1947, also covers this subject.)
2001-20-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires repetitive eddy current inspections to detect cracks in the upper girder of the two main landing gear (MLG) brackets; and repair of a cracked bracket followed by repetitive inspections, or replacement of a cracked MLG bracket with an improved bracket, as applicable. This AD also provides for an optional terminating action for certain requirements of this AD. The actions specified by this AD are intended to detect and correct cracks in the upper girder of the MLG bracket, which could progress into the vertical stiffeners of the MLG bracket and result in reduced structural integrity of the landing gear. This action is intended to address the identified unsafe condition.
2024-24-11: The FAA is adopting a new airworthiness directive (AD) for certain Cirrus Design Corporation (Cirrus) Model SR20, SR22, and SR22T airplanes. This AD was prompted by a report of failure of the upper power lever. This AD requires repetitively inspecting (visual) the upper power lever for any crack(s) and depending on the results of any visual inspection, either inspecting (fluorescent penetrant) or replacing the upper power lever. This AD also requires reporting all inspection results to the FAA. The FAA is issuing this AD to address the unsafe condition on these products.
2016-05-02: We are superseding Airworthiness Directive (AD) 2011-13-11 and AD 2013-16-09 for all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2011-13-11 required an amendment of the airplane flight manual (AFM), repetitive checks of specific centralized fault display system (CFDS) messages, an inspection of the opening sequence of the main landing gear (MLG) door for discrepancies if certain messages are found, and corrective actions if necessary. AD 2013-16-09 required an inspection to determine airplane configuration and part numbers of the landing gear control interface unit and MLG door actuators; and, for affected airplanes, repetitive inspections of the opening sequence of the MLG door, and replacement of the MLG door actuator if necessary. AD 2013-16-09 also provided optional terminating action for the repetitive inspections. This new AD reduces the interval of the MLG door opening sequence inspection, requires replacing or modifying certain MLG door actuators, andalso requires a flushing procedure to be performed when installing a new MLG door actuator. This AD was prompted by a determination that the interval of the MLG door opening sequence inspection must be reduced. We are issuing this AD to detect and correct deterioration of the damping ring and associated retaining ring of the MLG door actuator, which can sufficiently increase the friction inside the actuator to restrict opening of [[Page 12414]] the MLG door by gravity, during operation of the landing gear alternate (free-fall) extension system. This condition could prevent the full extension and/or down-locking of the MLG, possibly resulting in MLG collapse during landing and consequent damage to the airplane and injury to occupants.