Results
52-18-02: 52-18-02 DOUGLAS: Applies to All Models DC-6, DC-6A and DC-6B Series Aircraft. \n\n\tTo be accomplished as indicated. \n\n\tI.\tInspection. \n\n\t\tA.\tAt intervals not to exceed 250 hours for airplanes having in excess of 4,000 flight hours, periodically inspect the forward flange of the lower front spar cap at Station 120 1/2 at left and right hand using dye check inspection method or equivalent. This is the location of the bolt that attaches the inboard nacelle inboard attach angle to the spar cap flange. This bolt must be removed for this inspection. Any crack found must be properly repaired prior to further flight. This inspection shall be continued until the area is reinforced as outlined in item II. \n\n\t\tB.\tAt intervals not to exceed 35 flight hours for airplanes having in excess of 4,000 flight hours, perform a visual inspection of the forward flange of the lower front spar cap left hand and right hand at the bolt attachment of the lower inboard nacelle inboard attach anglepaying particular attention to the upper and forward exposed area of the flange adjacent to the bolt. The spar area shall be thoroughly cleaned before inspection. Any suspicion of cracking shall be checked using dye check method or equivalent with the bolt removed. Airplanes that have been repaired wherein the cracks have been ground out of the flange and the flange area reinforced in accordance with Douglas Drawing 5482662-A shall also be visually inspected. \n\n\t\tC.\tNo special inspection is required on airplanes having a total service time under 4,000 hours. \n\n\tII.\tReinforcement. \n\n\t\tAircraft not incorporating the reinforcement during production shall have the spar cap and other reinforcements added in the inboard nacelle area according to Douglas Drawings 5482863 and 5482950. Reinforcement should be accomplished by September 1, 1953, on airplanes having over 4,000 hours flying time by that date. Airplanes with less than 4,000 hours time as of September 1, 1953, should be reinforced prior to accumulation of 4,000 hours flying time. \n\n\t\tAny airplane incorporating the temporary repair per Douglas Drawing 5482662-A shall have the permanent reinforcement incorporated at the next engine change not to exceed 1,500 hours. High time airplanes and those with repaired flanges should be given priority in accomplishing these reinforcements.
2006-06-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A318-100 series airplanes; Model A319-100 series airplanes; Model A320-111 airplanes; Model A320-200 series airplanes; Model A321-100 series airplanes; and Model A321-200 series airplanes. This AD requires replacing the water drain valves in the forward and aft cargo doors with new valves. This AD results from a report indicating that, during a test of the fire extinguishing system, air leakage through the water drain valves in the forward and aft cargo doors reduced the concentration of fire extinguishing agent to below the level required to suppress a fire. We are issuing this AD to prevent air leakage through the water drain valves, which, in the event of a fire in the forward or aft cargo compartment, could result in an insufficient concentration of fire extinguishing agent and consequent inability of the fire extinguishing system to suppress the fire.
2020-05-18: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report of incorrectly engaged lock washer tabs of the main landing gear (MLG) forward pintle bearing (FPB) at the forward face of the trunnion block. This AD requires detailed inspections of the left-hand (LH) and right-hand (RH) side MLG FPB nuts and lock washer tabs, and depending on findings, accomplishment of repetitive detailed inspections or corrective actions, 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.
2020-01-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318 series airplanes; Model A319 series airplanes; Model A320 series airplanes; and Model A321 series airplanes. This AD was prompted by a report that during airplane boarding a loud bang was heard. A subsequent inspection revealed that one emergency escape slide/raft was found with zero reservoir pressure, due to a burst rupture disk assembly in the inflation reservoir, which was probably caused by a manufacturing defect. This AD requires repetitive checks of the pressure gauges on the inflation reservoir of each emergency escape slide/raft to determine the amount of pressure and, depending on findings, accomplishment of applicable corrective actions, 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.
2020-04-13: The FAA is adopting a new airworthiness directive (AD) for all Daher Aircraft Design, LLC (type certificate previously held by Quest Aircraft Design, LLC (Quest)) Model KODIAK 100 airplanes. This AD requires revising the pilot's operating handbook and FAA approved airplane flight manual (POH/AFM) or supplement 5 to the POH/AFM. This AD was prompted by incorrect low weight landing distances in the performance section of the POH/AFM and supplement 5 to the POH/AFM. The FAA is issuing this AD to address the unsafe condition on these products.
79-16-03: 79-16-03 SHORT BROTHERS LIMITED: Amendment 39-3522. Applies to Model SD3-30 airplanes, Serial Numbers SH.3001 through SH.3013, certificated in all categories. Compliance is required prior to the accumulation of 10,000 flights, or within the next 100 flights after the effective date of this AD, whichever occurs later, unless already accomplished. To prevent fatigue of the affected components and possible structural failure of the wing, accomplish the following: (a) Inspect to determine the adequacy of packing and shimming material between wing drag link attachment longerons and spar frames on the left and right sides of the airplane, and inspect the flange of Cleats SD3 11-0479/A and SD3 11-0480/A and Brackets SD3 11-1119, SD3 11-1121, and SD3 11-1123 for deformation due to the tightening of the bolts with inadequate packing or shimming under the flange, all in accordance with Section 2, "Accomplishment Instructions" of Short Brothers, Ltd. Service Bulletin SD3-53-29,dated June 21, 1978 (hereinafter referred to as the Service Bulletin) or an FAA-approved equivalent. NOTE - As used in the Service Bulletin the term "packing" means thick shimming. In British usage, shim stock is measured in thousandths and packing stock is measured in sixteenths. (b) If, during the inspection required by paragraph (a) of this AD, inadequate packing or shimming material is found, repack and reshim, as necessary, in accordance with Section 2 of the Service Bulletin or an FAA-approved equivalent. (c) If, during the inspection required by paragraph (a) of this AD, it is found that the flange of a part specified in paragraph (a) of this AD is deformed due to the tightening of the bolts with inadequate packing under the flange, replace the part with a new part of the same part number and ensure that the packing and shimming material between wing drag link attachment longerons and spar frames is adequate, all in accordance with Section 2 of the Service Bulletin or an FAA-approved equivalent. (d) For purposed of this AD, an FAA-approved equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, Telephone 513.38.30. (e) For purposes of this AD, a flight consists of one take-off and one landing. This Amendment becomes effective August 13, 1979.
2006-06-16: The FAA is adopting a new airworthiness directive (AD) for certain Lycoming Engines (formerly Textron Lycoming) AEIO-360, IO-360, O-360, LIO-360, and LO-360 series reciprocating engines. This AD requires replacing certain crankshafts. This AD results from a crankshaft failure in a Lycoming LO-360-A1H6 reciprocating engine. We are issuing this AD to prevent failure of the crankshaft, which could result in total engine power loss, in-flight engine failure, and possible loss of the aircraft.
2009-18-03: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Findings of corrosion, wear and cracks in the upper wing strut fittings on some PC-6 aircraft have been reported in the past. It is possible that the spherical bearing of the wing strut fittings installed in the underwing can be loose in the fitting or cannot rotate because of corrosion. In this condition, the joint cannot function as designed and fatigue cracks may then develop. Undetected cracks, wear and/or corrosion in this area could cause failure of the upper attachment fitting, leading to failure of the wing structure and subsequent loss of control of the aircraft. We are issuing this AD to require actions to correct the unsafe conditionon these products.
99-17-16: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney (PW) PW4000 series turbofan engines, that requires short term criteria for limiting the number of engines with potentially reduced stability on each airplane to no more than one engine, would require initial and repetitive on-wing or test cell cold-engine high pressure compressor (HPC) stability tests, would require removal of engines from service that fail on-wing test acceptance criteria, and would allow a follow-on test cell stability test. The AD also establishes required intervals for stability testing of the remaining engine with potentially reduced stability on the airplane and requirements for reporting test data. This amendment is prompted by a report of a dual-engine HPC surge event and reports of single-engine HPC surge events during the takeoff and climb phases of flight. The actions specified by this AD are intended to prevent an HPC surge event, which could result in enginepower loss at a critical phase of flight such as takeoff or climb. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 24, 1999.
2020-04-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter, A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD was prompted by reports that elevator skin panels were found disbonded as a result of water ingress. This AD requires repetitive detailed inspections of skin panels on both elevators, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.