Results
2014-13-05: We are superseding Airworthiness Directive (AD) 2007-10-16 for all British Aerospace Regional Aircraft Jetstream Model 3201 airplanes. 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 the need to incorporate revisions to the Airworthiness Limitations section of the Instructions for Continued Airworthiness. We are issuing this AD to require actions to address the unsafe condition on these products.
2014-11-05: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Canada Corp. (P&WC) turboprop engines. This AD requires installing a reinforcement liner to the power turbine (PT) containment ring and, for certain PT containment rings, adding scallops. This AD was prompted by in-service events involving the perforation of engine cases as a result of the liberation of PT blades and the fracture/ displacement of the PT containment ring. We are issuing this AD to prevent uncontained engine failure and damage to the airplane.
2005-23-01: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness of the Canadair Regional Jet Maintenance Requirements Manual by incorporating new procedures for repetitive detailed and special detailed inspections for cracking of the aft pressure bulkhead. This AD results from a fatigue test, which revealed cracking of the aft pressure bulkhead; subsequent in-service reports show that fatigue cracking has been found on other airplanes. We are issuing this AD to detect and correct cracking in the aft pressure bulkhead, which could result in reduced structural integrity and rapid decompression of the airplane.
2014-12-02: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 2000 and FALCON 2000EX airplanes. This AD was prompted by a determination that new center of gravity (CG) limits are applicable during takeoff with certain conditions. This AD requires revising the airplane flight manual (AFM) to include procedures to advise the flightcrew of the new CG limits. We are issuing this AD to prevent an erratic takeoff path and consequent reduced controllability of the airplane.
2014-10-02: We are superseding airworthiness directive (AD) 2006-11-19 for Dornier Luftfahrt GmbH Model Dornier 228-100, 228-101, 228-200, 228- 201, 228-202, and 228-212 airplanes. 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 chafed or damaged wiring on the flight deck overhead panels (5VE and 6VE). We are issuing this AD to require actions to address the unsafe condition on these products.
70-03-06: 70-03-06 BRITTEN-NORMAN, LTD: Amdt. 39-934. Applies to Britten-Norman Models BN-2 and BN-2A airplanes. Compliance is required as indicated. To prevent failure of the rudder bar assembly due to failure of the silver solder joint attaching the bronze bushing to the inboard end of the rudder bar beams, accomplish the following: (a) Within the next 20 hours' time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 20 hours' time in service since the last inspection, visually inspect the silver solder joint attaching the bronze bushing to the inboard end of each rudder bar beam (P/N NB-45-3-071) for failure in accordance with Britten-Norman Service Bulletin No. BN-2/SB.20, Issue 2, dated 17 November 1969, or an FAA-approved equivalent. (b) If during the inspections required by paragraph (a), a rudder bar beam is found that has failed - (1) Rework the failed rudder bar beam by removing the bronze bushingand welding in a steel bushing in accordance with Britten-Norman Service Bulletin No. BN-2/SB.20, Issue 2, dated 17 November 1969, or an FAA-approved equivalent; or (2) Replace the failed rudder bar beam with a serviceable beam which has had incorporated Britten-Norman Modification NB/M/341, Part A (left hand assembly), or NB/M/341, Part B (right hand assembly). (c) The repetitive inspections required by paragraph (a) may be discontinued on each rudder bar beam which has been reworked or replaced in accordance with paragraph (b). This amendment becomes effective February 5, 1970.
2005-13-19: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes. This AD requires repetitive external eddy current inspections of the forward fuselage skin to detect cracking due to fatigue, and repair if necessary. This AD is prompted by evidence of cracking due to fatigue along the edges of the chemi-etched pockets in certain front fuselage canopy skin panels. We are issuing this AD to detect and correct this cracking, which could result in reduced structural integrity of the airplane fuselage.
2014-12-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 727-100 series airplanes. This AD is intended to complete certain mandated programs intended to support the airplane reaching its limit of validity (LOV) of the engineering data that support the established structural maintenance program. For certain airplanes, this AD requires repetitive inspections for cracking in stringers or frames until modification, and repair if necessary. We are issuing this AD to detect and correct cracking in stringers or frames originating at or near stringer-to-frame attachment fastener holes, which could result in reduced structural integrity of the airplane, and decompression of the cabin.
2014-04-07: We are superseding Airworthiness Directive (AD) 2003-05-03 for Bell Model 407 helicopters. AD 2003-05-03 required preflight checking and repetitively inspecting for a crack in certain tailbooms that have been redesigned, replacing the tailboom if there is a crack, modifying and re-identifying certain tailbooms, installing an improved horizontal stabilizer assembly, and assigning a 5,000 hour time-in-service (TIS) limit. This new AD retains the requirements of AD 2003-05-03 and requires additional inspection requirements. This AD was prompted by additional reports of cracked tailboom skins. The actions in this AD are intended to prevent separation of the tailboom and subsequent loss of control of the helicopter.
75-27-07: 75-27-07 PILATUS AIRCRAFT LTD. and FAIRCHILD HILLER: Amendment 39- 2479. Applies to Pilatus Model PC-6 airplanes (all variants), serial numbers 338 through 623, manufactured by Pilatus Aircraft Ltd. and serial numbers 2001 through 2067, manufactured by Fairchild Hiller. Compliance is required as indicated. To prevent a fatigue failure of the pilot and copilot rudder bar junction welded seam, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the junction fillet welds of the pilot and copilot rudder bars (P/Ns 6232.145, 6232.241, and 116.35.06.004) and determine whether the weld covers the full 360 degrees of the rudder bar tube circumference or only 250 degrees of the rudder bar tube circumference. If the weld is determined to be of the improved 360 degrees design, no further action is required by this AD. (b) If the fillet weld is found to be of the non-continuous (250degrees) weld design, visually inspect the rudder bar junction weld for cracks by applying magnaflux or by the dye check method in accordance with paragraph 2.1 of Pilatus Aircraft Ltd. Service Bulletin No. 120, dated January 1973, or an FAA-approved equivalent. (c) If no cracks are found during the inspection required by paragraph (b) of this AD, within the next 100 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service, visually inspect the rudder bar junction weld for cracks using a 10 power magnifying glass in accordance with paragraph 2.2 of Pilatus Aircraft Ltd. Service Bulletin No. 120, dated January 1973, or an FAA-approved equivalent. (d) If cracks are found during an inspection required by paragraphs (b) or (c) of this AD, either repair the rudder bar junction weld in accordance with paragraph 2.3 of Pilatus Aircraft Ltd. Service Bulletin no. 120, dated January 1973, or an FAA-approved equivalent, or replace the rudder bars with newrudder bars of the same part number but with improved 360 degrees weld design. (e) Within the next 100 hours' time in service after accomplishing the repair described in paragraph (d) of this AD, or, if no cracks were found during the inspections required by paragraphs (b) or (c) of this AD, within the next 300 hours' time in service after complying with the inspection requirements of paragraph (b) of this AD, replace the rudder bars, P/N 6232.145, 6232.241, with new rudder bars of the same part number incorporating the continuous full 360 degree fillet weld around the rudder bar circumference. This amendment becomes effective on January 21, 1976.
2005-04-13: The FAA is adopting a new airworthiness directive (AD) for all Short Brothers Model SD3-60 series airplanes. This AD requires, for certain airplanes, repetitive inspections for cracking of the balance weight brackets of the elevator trim tabs, and replacement of any cracked bracket with a new or reworked bracket that conforms to the approved design standard. This AD also provides for an optional terminating action for the repetitive inspections. This AD is prompted by reports indicating that balance weight brackets have been found cracked on both the left and right elevator trim tabs. We are issuing this AD to prevent failure of the balance weight bracket for the elevator trim tab, which could cause loss of the balance weight. This could result in incorrect trim during takeoff and landing, and reduced controllability of the airplane.
2014-07-52: We are publishing a new airworthiness directive (AD) for certain Airbus Helicopters (previously Eurocopter France) Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters, which was sent previously to all known U.S. owners and operators of these helicopters. This AD requires repetitively inspecting certain reinforcement angles of the rear structure to tailboom junction frame (reinforcement angles) for a crack, and repairing any cracked reinforcement angle. This AD is prompted by a report that cracks were found in the reinforcement angles on several AS355 helicopters. These actions are intended to detect a crack in the reinforcement angle, which if not corrected, could result in loss of the tailboom and subsequent loss of control of the helicopter.
2014-11-02: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters to require repetitively inspecting frame number (No.) 9 for a crack. This AD was prompted by a report of a crack in frame No. 9 on an AS365 helicopter. The actions of this AD are intended to detect a crack and prevent loss of structural integrity and subsequent loss of control of the helicopter.
75-23-04: 75-23-04 MOONEY: Amendment 39-2415. Applies to all Mooney Model M20 series airplanes equipped with Mooney Electric Gear Systems incorporating a Dukes electric landing gear actuator, P/N 4196-00-1C. Compliance required within the next 25 hours time in service after the effective date of this AD, unless already accomplished within the last 75 hours time in service, and thereafter at intervals not to exceed the time in service from the last inspection specified in Paragraphs (a) and (b). To prevent further failures of the electric landing gear actuator, Dukes P/N 4196-00-1C, accomplish the following: (a) Within the next 25 hours time in service, accomplish Parts I and III, and thereafter at every 200 hours time in service, accomplish Part I of Mooney Aircraft Corporation Service Bulletin M20-190, dated January 16, 1975, or later FAA approved revision, or by an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (b) Within the next 25 hours time in service, and thereafter at every 100 hours time in service, accomplish Part II of Mooney Aircraft Corporation Service Bulletin M20-190 dated January 16, 1975, or later FAA approved revision, or by an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. 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. 522(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain a copy upon request to Mooney Aircraft Corporation, P. O. Box 72, Kerrville, Texas 78028. This 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 on December 8, 1975.
2014-11-04: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-200 Freighter, and A330-300 series airplanes; and Model A340-200, A340-300, A340-500, and A340-600 series airplanes. This AD was prompted by a non-connection of the constant speed motor/generator (CSM/G) during a final assembly operational test. This AD requires a detailed inspection of the connector wires for connector 1XE-A of the generator control unit (GCU)-CSM/ [[Page 33046]] G for discrepancies (evidence of arcing or overheating damage), and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct incorrect locking of contacts into connector 1XE-A of the GCU-CSM/G, which could result in a loss of contact continuity and lead to the CSM/G not operating, which, in conjunction with an emergency electrical configuration loss of the main electrical system or total engine flameout, could adversely affect the airplane's safe flight.
2014-11-09: We are adopting a new airworthiness directive (AD) for Costruzioni Aeronautiche Tecnam srl Model P2006T airplanes. 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 a cracked engine mount. We are issuing this AD to require actions to address the unsafe condition on these products.
74-23-05: 74-23-05 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2008. Applies to AiResearch Model TFE731-2-2B and -2-1C engines installed in, but not limited to, AMD Falcon DA-10 and Lear-Gates Models 35 and 36 aircraft certificated in all categories. (A) Upon receipt of this telegram, except as authorized in (C) below, P/N 3070851-2, -4, -5, and -6 fuel pumps with less than 25 hours total time in service must be replaced before exceeding 25 hours total time in service. Fuel pumps with more than 25 hours total time in service must be replaced before further flight. (B) The maximum service life of P/N 3070851-2, -4, -5, and -6 fuel pumps is 25 hours total time in service since new or overhaul. (C) AiResearch Service Bulletin TFE731-73-3005, dated July 10, 1974, provides instructions for inspecting and re-identifying P/N 3070851-5 and -6 fuel pumps which have been determined to conform to the -7 and -8 configuration. (D) P/N 3070851-7 and -8 fuel pumps are not subject to the service life limit prescribed in (A) above and may be installed in accordance with AiResearch Service Bulletin TFE731-73-3005, dated July 10, 1974, or later FAA-approved revisions. (E) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. (F) Aircraft may be flown to a base for performance of maintenance required by the AD per FAR's 21.197 and 21.199. This supersedes telegram dated June 4, 1974 and AD 74-13-08. This amendment becomes effective November 14, 1974, for all persons except those to whom it was made effective immediately by telegram dated June 4, 1974.
98-11-03 R1: This amendment corrects information in an existing airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes, that currently requires that the FAA-approved maintenance inspection program be revised to include inspections that will give no less than the required damage tolerance rating for each Structural Significant Item (SSI), and repair of cracked structure. The actions specified in that AD are intended to ensure the continued structural integrity of the entire Boeing Model 727 fleet. This amendment corrects the requirements of the current AD by allowing operators not to change their programs if they determine that the existing inspections are effective for the new or affected SSI. This amendment is prompted by a review of the requirements of the existing AD. \n\n\tThe incorporation by reference of a certain publication, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 23, 1998 (63 FR 27455, May 19, 1998).
2014-11-06: We are adopting a new airworthiness directive (AD) for certain airplanes originally manufactured by Lockheed Martin Aeronautics Company for the military as Model P-3A or P3A airplanes. This AD was prompted by a determination that the existing maintenance or inspection program must be revised to address fatigue cracking of the airplane. This AD requires revising the maintenance or inspection program, as applicable, to incorporate certain limitations. We are issuing this AD to detect and correct fatigue cracking, which could result in reduced structural integrity of the airplane.
2014-11-08: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC225LP helicopters to require measuring the operating load of the cockpit fuel shut-off controls and replacing the tangential gearbox if the operating load threshold is exceeded. This AD was prompted by the jamming of the left-hand (LH) side of the fuel shut-off and general cut-off controls (controls). The actions of this AD are intended to prevent the jamming of the controls so that a pilot can shut down an engine during an engine fire or during an emergency landing.
2014-10-03: We are adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS332L1 and Model EC225LP helicopters. This AD requires relocating the power supply circuit breaker source of one engine's multi-purpose air intake (MPAI). This AD is prompted by a report that power loss to the MPAI could open the engine air intakes, which could result in engine ice ingestion during flight in icing conditions. These actions are intended to prevent ice ingestion by both engines, which could result in complete loss of engine thrust, and possible loss of control of the helicopter.
2014-10-01: We are superseding airworthiness directive (AD) 2008-24-11 for Vulcanair S.p.A. Model P68 airplanes. 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 cracking and/or corrosion of the wing spar. We are issuing this AD to require actions to address the unsafe condition on these products.
2021-11-18: The FAA is superseding Airworthiness Directive (AD) 2019-03- 10, which applied to all Airbus SAS Model A300 series airplanes; and Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2019-03-10 required repetitive detailed visual inspections of the main landing gear (MLG) leg components and replacement of the MLG leg if cracked components are found. This AD continues to require the actions required by AD 2019-03-10. For certain airplanes, this AD also requires modification of the MLG hinge arm by installing improved MLG hinge arm/barrel pins; an out-of-roundness check of removed pins; repetitive inspections of any affected pins and the associated connecting rod bushes, and replacement of the MLG leg if cracked components are found; and installation of an improved spacer; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference.This AD was prompted by reports of cracks in MLG leg components and a determination that additional actions (including inspections, modifications, and checks) are needed to address the unsafe condition. The FAA is issuing this AD to address the unsafe condition on these products.
2014-09-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767 airplanes. This AD was prompted by reports of bearing damage at certain trailing edge (TE) flap support rib assemblies. This AD requires inspecting certain TE flap support rib assemblies to determine if the bearings have a roller retention feature, and performing corrective actions if necessary; and inspecting for bearing damage of each pair of removed bearings, and performing related investigative and corrective actions if necessary. We are issuing this AD to detect and correct damage to the TE flap support bearings, which could ultimately result in loss of controllability of the airplane.
2014-09-04: We are superseding Airworthiness Directive (AD) 2009-21-08 R1 for Piaggio Aero Industries S.p.A Model P-180 airplanes. 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 cases of un-commanded operation of switched off nose-wheel steering system caused by internal leakage of a steering select/bypass valve. We are issuing this AD to require actions to address the unsafe condition on these products.