Results
2021-26-18: The FAA is superseding Airworthiness Directive (AD) 2020-21-01 for certain Airbus Helicopters Model AS-365N2, AS 365N3, EC 155B, EC155B1, and SA-365N1 helicopters. AD 2020-21-01 required modifying the main gearbox (MGB) tail rotor (T/R) drive flange installation. This AD was prompted by several reported occurrences of loss of tightening torque of the Shur-Lok nut, which serves as a retainer of the MGB T/R drive flange. This AD continues to require modifying the MGB T/R drive flange installation, and includes additional helicopters in the applicability for the required actions. The FAA is issuing this AD to address the unsafe condition on these products.
2012-14-07: We are adopting an airworthiness directive (AD) superseding an existing airworthiness directive for Bell Helicopter Textron Canada (Bell) Model 407 and 427 helicopters. The existing AD requires inspecting certain hydraulic servo actuators (servo) to determine whether the shaft turns independently of the nut or the clevis assembly, and additional actions based upon the inspection's outcome. The AD also requires reidentifying the servo. Since we issued that AD, Bell has learned that additional servos may need repair or removal. This AD expands the scope of the current AD to include inspections for all servos, and requires that servos meeting inspection requirements be marked with the letter ``V'' after the part number on the data plate. The actions are intended to detect any loose or misaligned parts in the servo that could lead to failure of the servo and subsequent loss of helicopter control.
2021-24-12: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by significant changes, including new or more restrictive requirements, made to the airworthiness limitations (AWLs) and Critical Design Configuration Control Limitations (CDCCLs) related to fuel tank ignition prevention, the engine fuel suction feed system, and the nitrogen generation system. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
2001-24-07 R1: This amendment revises an existing airworthiness directive (AD), for the Agusta S.p.A. (Agusta) Model A109C, A109E, and A109K2 helicopters, that currently requires inspecting the main rotor blade (blade) tip cap for bonding separation and a crack, and also requires a tap inspection of the tip cap for bonding separation in the blade bond area and a dye-penetrant inspection of the tip cap leading edge along the welded joint line of the upper and lower tip cap skin shells for a crack. This amendment requires those same actions, but corrects a blade part number (P/N) that was stated incorrectly in the Applicability section of the existing AD. This amendment is prompted by the need to correct a blade P/N. The actions specified by this AD are intended to prevent failure of a blade tip cap, excessive vibration, and subsequent loss of control of the helicopter.
2004-05-12 R1: The FAA is revising an existing airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. That AD currently requires repetitive inspections of the left and right engine throttle control gearboxes for wear, and corrective action if necessary. This AD limits the applicability of the existing AD, extends the compliance time for the initial inspection, and clarifies the reporting requirement. This AD is prompted by numerous failures of the engine throttle control gearbox, some of which resulted in an in-flight engine shutdown. We are issuing this AD to prevent excessive wear of the gearboxes and subsequent movement or jamming of the engine throttle; movement of the throttle towards the idle position brings it close to the fuel shut-off position, which could result in an in-flight engine shutdown.
2012-14-05: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, and A320 series airplanes. This AD was prompted [[Page 41887]] by reports of unsuccessful slide deployments during scheduled deployment tests, and failed functional tests of the release travel of the slide release mechanism. This AD requires inspecting the off-wing slide release cables on the left- and right-hand sides to determine whether a certain part number is installed, and replacement if necessary. We are issuing this AD to prevent non-availability of left- or right-hand off-wing exit slides that could impair emergency evacuation of the passengers and flightcrew, and could result in personal injuries.
55-18-01: 55-18-01 CONVAIR: Applies to All Models 240 and 340 Aircraft. Compliance required as soon as practicable but not later than January 1, 1957. 1. Because of instances of inadvertent propeller reversing due to malfunctioning of the solenoid operated throttle locks and improper operation of throttles at time of touchdown on landing, a more positive means of preventing inadvertent movement of the throttles into the reverse segment of the throttle quadrant must be installed. 2. This modification consists of the installation of a protective device which will require a separate and distinct motion by the flight crew member accomplishing the reversing, in order to place the throttles in the reverse pitch range. It must also provide safeguards against disarming or unlocking of this protective device when the throttle levers are further forward than idle setting or, if it is possible to unlock at a forward power setting; movement of the throttles toward idle from slow cruise orlanding gear warning positions shall reengage the lock prior to reaching the idle position. 3. Convair Bulletins Numbers 240-460A and 340-141A covering this modification are an acceptable method of compliance. Alternate designs may be acceptable if the objectives of this directive, as expressed in paragraph 2 have been met. However, because of the many technical considerations involved, all alternate methods of accomplishing this modification should be referred to FAA for engineering evaluation and approval.
47-30-03: 47-30-03 CESSNA: (Was Mandatory Note 13 of AD-722-5.) Applies to All UC-78 and AT-17 Series Airplanes. Compliance required prior to October 15, 1947. Inspect the wing of 5,400- and 5,700-pound gross weight airplanes to determine that the wing has been properly identified as a 5,700-pound wing. The 5,700-pound wing has the following salient identification features: (a) Laminated (8 to 10 ply) birch plywood reinforcement on the rear face of the rear spar (instead of spruce block found on the 5,100-pound wing) extending continuously through the center section from nacelle to nacelle. Ends of this plywood plate are scarfed out just inboard of each nacelle bearing block. (b) Continuous plywood flanges 1 to 1 1/2 x 1/16-inch are found on both sides of the lower cap strips of wing ribs between the front and rear spars on 5,700-pound wings. 5/16 x 5/16 found in the 5,100-pound wing. (c) The diagonal in nose ribs of the 5,700-pound wing is 5/16 x 7/16 insteadof 5/16 x 5/16 found in the 5,100-pound wing. (Wings which cannot be identified as outlined above are not eligible for certification above 5,100 pounds gross weight.)
98-24-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Mooney Aircraft Corporation (Mooney) Models M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K, M20L, M20M, and M20R airplanes. This AD requires inspecting the aileron control links for the installation of a reinforcing gusset; and, if no gusset is installed, repetitively inspecting the aileron control links (left-hand and right-hand) for cracks. If cracks are found, this AD requires replacing the aileron control links with parts of improved design. This AD is the result of service difficulty reports (SDR's) on the aileron control links and reported failures of the aileron control links. The actions specified by this AD are intended to detect and correct cracked aileron control links, which could result in loss of aileron control with consequent loss of control of the airplane.
2004-13-01: This amendment supersedes an existing airworthiness directive (AD) that applies to Dowty Aerospace Propellers (Dowty) Type R334/4-82-F/13 propeller assemblies. That AD currently requires a one-time ultrasonic inspection of propeller hubs, part number (P/N) 660709201, for cracks. This amendment requires initial and repetitive ultrasonic inspections of propeller hubs, P/N 660709201, that are installed on airplanes, and for hubs and propellers in storage, initial ultrasonic inspection of propeller hubs before placing in service. Propeller hubs, P/N 660709201, are installed on Type R321/4-82-F/8, R324/4-82-F/9, R333/4-82-F/12, and R334/4-82-F/13 propeller assemblies. This amendment results from the manufacturer's reevaluation of potential hub failure on Type R321/4-82-F/8, R324/4-82-F/9, R333/4-82-F/12, and R334/4-82-F/13 propeller assemblies. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in loss of control of the airplane.