Results
2013-16-21: We are superseding an airworthiness directive (AD) for Agusta Model A109E helicopters that required reducing the tail rotor (T/R) blade life limit, modifying a T/R hub and grip assembly, re-identifying two T/R assemblies, clarifying the never-exceed speed (Vne) limitation, and reducing the inspection interval. Since we issued that AD, the manufacturer has redesigned a T/R grip bushing (bushing) that reduces the loads, which caused the T/R cracking, on the T/R blades. This action requires installing the new bushing and re-identifying the T/R hub-and-grip and hub-and-blade assemblies and requires a recurring inspection of each bushing. These actions are intended to prevent fatigue failure of a T/R blade and subsequent loss of control of the helicopter.
73-26-08: 73-26-08 BEECH: Amendment 39-1764. Applies to Models 95-55, 95-A55, 95-B55 (Serial Numbers TC-1 through TC-1573 except TC-350); 95-C55, D55, D55A, E55 and E55A (Serial Numbers TE-1 through TE-919 and TC-350), airplanes equipped with the EDO-AIRE Mitchell AK-292 Autopilot. \n\n\tCompliance: Required within 25 hours' time in service after the effective date of this AD, unless previously accomplished in accordance with data described herein or any alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tTo determine if the roll and pitch servo clamps have slipped and to assure sufficient torque on the clamp bolts accomplish the following: \n\n\tA)\tInspect the roll pitch bridle cables and clamps by: \n\n\t\t(1)\tRunning the aileron and pitch controls through their full travel to assure that there is no binding or restrictions between the bridle cables and clamps and aircraft components. Clamps should be positioned so there is no binding or restriction between the bridle cable and capstan flange. \n\n\t\t(2)\tDetermine that the bridle cables tensions are the same as the tension of the control cable they are attached to. \n\n\tB)\tTorque the bolts on the cable clamps to 55 + or - 5 in. lbs. with a minimum gap of .005 between halves of clamp after torquing. \n\n\tNOTE: Figure 1, attached hereto, depicts a typical installation of the bridle cables and clamps. \n\n\tThis amendment becomes effective December 26, 1973.
92-10-09: 92-10-09 BRITISH AEROSPACE: Amendment 39-8243. Docket No. 91-NM-260-AD. Applicability: British Aerospace Model BAe 125-800A series airplanes, having NA numbers as listed in British Aerospace Service Bulletin SB 27-155, dated August 16, 1991, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced controllability of the airplane, accomplish the following: (a) Within 3 months after the effective date of this AD, inspect the rudder pedal torque tubes (four per airplane) for defects or cracks, using BAe High Frequency Eddy Current Inspection Technique No. 27-20-101, in accordance with British Aerospace Service Bulletin SB 27-155, dated August 16, 1991. (b) If any defects or cracks are detected that exceed the limit specified in British Aerospace Service Bulletin SB 27-155, dated August 16, 1991, prior to further flight, replace them with serviceable components in accordance with the service bulletin. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspections and repairs shall be done in accordance with British Aerospace Service Bulletin SB 27-155, dated August 16, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (f) This amendment becomes effective on June 29, 1992.
2013-18-09: We are adopting a new airworthiness directive (AD) for certain Honeywell ASCa Inc. emergency locator transmitters (ELTs) installed on various transport category airplanes. This AD requires various one-time general visual inspections of the ELT transmitter units (TUs), and corrective actions if necessary. This AD was prompted by a fire on a parked and unoccupied airplane; preliminary information indicated combustion in the area of the ELT TU. We are issuing this AD to detect and correct discrepancies of the battery wiring installation inside the TU, which could result in an electrical short and possible ignition source.
2013-18-01: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC 155B, EC155B1, SA-365N, SA- 365N1, AS-365N2, AS 365 N3, and SA-366G1 helicopters. This AD requires inspecting the collective pitch lever for correct locking and unlocking conditions. This AD was prompted by two separate reports of inadvertent collective pitch lever locking and unlocking. The actions of this AD are intended to detect an incorrectly adjusted collective pitch lever, which could result in loss of control of the helicopter.
2000-12-15: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Falcon 2000, Mystere-Falcon 900, Falcon 900EX, Fan Jet Falcon, Mystere-Falcon 50, Mystere-Falcon 20, Mystere-Falcon 200, and Falcon 10 series airplanes, that requires repetitive tests and inspections to detect discrepancies of the overwing emergency exit; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the overwing emergency exits to open, and consequent injury to passengers or crew members during an emergency evacuation.
2013-18-04: We are adopting a new airworthiness directive (AD) for all 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 cracks at the joint between the hinge pin sub-assembly and the lock pin of the main landing gear lever hinge fitting. We are issuing this AD to require actions to address the unsafe condition on these products.
2021-18-06: The FAA is superseding Airworthiness Directive (AD) 2021-11- 03, which applied to certain Airbus Helicopters Model EC 155B, EC155B1, SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters. AD 2021-11-03 required inspecting the main gearbox (MGB) fixed cowling front fitting (MGB front fitting), and depending on findings, corrective action. This AD retains the requirements of AD 2021-11-03, and includes service information that was omitted for Airbus Helicopter Model EC 155B and EC155B1 helicopters, as specified in a European Aviation Safety Agency (now 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.
2003-11-21: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS332 C, L, and L1 helicopters. This action requires revising the Rotorcraft Flight Manual (RFM) Limitations section if certain fuel control units are installed. This AD is prompted by the discovery of an anomaly in certain fuel control units that may lead to inadequate fuel flow in single-engine flight. This condition, if not corrected, could result in failure of the engine to develop the maximum 2 1/2 minute one engine inoperative (OEI) power, reduced helicopter performance, and subsequent loss of control of the helicopter during OEI operation.
75-02-05: 75-02-05 MCDONNELL DOUGLAS: Amendment 39-2070. Applies to Models DC-8-20, -30, -40, -50, and -60 Series airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo reduce potential fire hazard existing in lavatory waste containers of McDonnell Douglas Models DC-8-20, -30, -40, -50, and -60 Series airplanes, accomplish the following: \n\n\t(a)\tWithin 300 hours time in service from the effective date of this airworthiness directive, unless already accomplished within the last 1,000 hours, perform a thorough inspection of all electrical appurtenances, including wiring, terminal boxes, switches, and hot water heaters, physically located within lavatory waste container areas for wear, abrasion and corrosion. Repair or replace as necessary. \n\n\t(b)\tBy December 31, 1975, unless already accomplished, modify the existing lavatory waste containers in accordance with McDonnell Douglas All Operators Letter (AOL) 8-676A, dated December 16, 1974, and enclosed data,as applicable, or later FAA-approved revisions, or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tAircraft may be operated to a base for accomplishment of maintenance required under this airworthiness directive, per FAR's 21.197 and 21.199. \n\n\tThis amendment becomes effective January 24, 1975.
75-20-02: 75-20-02 BOEING: Amendment 39-2369 as amended by Amendment 39-2501. Applies to Model 737 series airplanes, Line Nos. 1 through 299 inclusive, certificated in all categories. Compliance required as indicated unless already accomplished. \n\tTo prevent unwanted trailing edge flaps retraction and leading edge flap extension, accomplish the following: \n\tA.\tAirplane Line Nos. 1 through 269 with flap power unit assemblies not modified in accordance with Boeing Service Bulletin 737-27-1041, Revision 4, Part II, or later FAA approved revisions, within the next 750 landings, unless accomplished within the last 250 landings, and at times thereafter not to exceed 1,000 landings, inspect the flap power unit in accordance with paragraph C. \n\tB.\tAirplane Line Nos. 270 through 299, or those earlier aircraft with flap power unit assemblies modified per Boeing Service Bulletin 737-27-1041, Revision 4, Part II, or later FAA approved revisions, within the next 750 landings, unless inspected within the last 750 landings, inspect in accordance with paragraph D.\n \tC.\tInspect the worm teeth in the flap power unit for wear in accordance with Boeing Service Bulletin 737-27-1041, Revision 4, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Flap power unit assemblies with worm teeth worn beyond the limits prescribed in the service bulletin, must be modified prior to further flight in accordance with Boeing Service Bulletin 737-27-1041, Revision 4, Part II, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repetitive inspections for modified units are to be made in accordance with paragraph E. \n\tD.\t1. Inspect the worm gear for wear in accordance with either inspection procedure in Boeing Service Bulletin 737-27-1076, Revision I, Part III, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repetitive inspections are to be accomplished at intervals specified in either Method I or Method II of paragraph B, Part III, of the service bulletin, but not to exceed 5,000 landings for Method I or 3,000 landings for Method II. \n\t\t2.\tFlap power unit assemblies with worm gears worn beyond the limits specified in the service bulletin are to be replaced with new parts prior to further flight. \n\tE.\tFlap power units repaired in accordance with paragraph C or D2 must be inspected during 1400-1600 landings after new parts are installed, in accordance with paragraph D1 above, and thereafter comply with paragraph D. \n\tF.\tThe inspections required by this directive may be terminated when the mechanical trailing edge flap asymmetry system has been replaced with the electrical system in accordance with Boeing Service Bulletin No. 737-27-1079 and; \n\t\t1.\tA new worm gear has been installed in the trailing edge flap drive power unit in accordance withBoeing Service Bulletin No. 737-27-1076, or the existing worm gear has been inspected in accordance with Service Bulletin No. 737-27-1076 and no perceptible wear groove can be identified on the side of any tooth, or other modifications approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region are made and, \n\t\t2.\ta new worm has been installed in the trailing edge flap power drive unit in accordance with Boeing Service Bulletin No. 737-27-1041 Revision 4, or the existing worm has been inspected in accordance with Service Bulletin No. 737-27-1041 Revision 4 and no perceptible wear groove can be identified in the side of any tooth, or other modifications approved by Chief, Engineering and Manufacturing Branch, FAA Northwest Region are made. \n\tG.\tUpon request by an operator, through an appropriate FAA maintenance inspector, subject to approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, the repetitive inspection period herein may be adjusted for that operator if the request contains adequate substantiating data to justify the increase. \n\tH.\tFor the purposes of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings on the flap power unit worm gear may be determined by actual count or by dividing each airplane's hours time in service since the flap power drive unit was installed, by the operator's fleet average time from takeoff to landing for the airplane type. \n\tThe 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).\n \tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington.Amendment 39-2369 became effective October 27, 1975. \n\tThis Amendment 39-2501 becomes effective February 9, 1976.
2003-11-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727-100 and 727-200 series airplanes, that requires, under certain conditions, replacement of the installed autopilot pitch control computer with a modified computer, testing of the modified system, and revision of the Airplane Flight Manual (AFM). The actions specified by this AD are intended to prevent undesirable and potentially dangerous pitch oscillations during coupled instrument landing system (ILS) approaches. This AD is intended to address the identified unsafe condition.
2018-07-03: We are superseding Airworthiness Directive (AD) 2018-02-05 for certain Piper Aircraft, Inc. Models PA-28-140, PA-28-150, PA-28-151, PA-28-160, PA-28-161, PA-28-180, PA-28-181, PA-28-236, PA-28-201T, PA- 28R-180, PA-28R-200, PA-28R-201, PA-28R-201T, PA-28RT-201, and PA-28RT- 201T airplanes. AD 2018-02- [[Page 14569]] 05 required inspecting the fuel tank selector cover to verify the left and right fuel tank selector placards are located at the proper positions and replacing those that are improperly located with new placards. This AD addresses the same unsafe condition and requires the same actions as AD 2018-02-05, but changes the inspection of the fuel tank selector cover to a preflight check and allows for various fuel selector clocking configurations. This AD was prompted by our determination to allow the owner/operator (pilot) holding at least a private pilot certificate to perform the preflight check. We are issuing this AD to allow the pilot to do a preflight check of the fuel selector placards.
2013-18-06: We are adopting a new airworthiness directive (AD) for Bell Model 206A, 206B, 206L, 206L-1, 206L-3, 206L-4, 222, 222B, 222U, 230, 407, 427, and 430 helicopters. This AD requires inspecting each bearing to determine if it has been properly staked and replacing the bearing or assembly if it has not been properly staked. This AD was prompted by bearings not being properly staked and migrating out of their proper position, which may limit the functionality of the affected part. The actions of this AD are intended to prevent failure of a bearing and the assembly in which it is installed and subsequent loss of control of the helicopter.
2003-11-18: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Pratt and Whitney (PW) model 4000 series turbofan engines. That AD currently requires interim actions to address engine takeoff power loss events until the high-pressure-compressor (HPC) case is redesigned and available for incorporation on the PW4000 engines. This amendment requires the same actions as that AD, adds on-wing Testing-21 to engines installed on Boeing 747 and MD-11 airplanes, and adds the requirement to install a new Ring Case Configuration (RCC) rear HPC on engines installed in the Boeing fleet as terminating action to the requirements of this AD. This amendment is prompted by the development of an RCC rear HPC for PW4000 series turbofan engines installed in the Boeing fleet. The actions specified by this AD are intended to prevent engine takeoff power losses due to HPC surge.
2013-18-03: We are adopting a new airworthiness directive (AD) for certain Bell Helicopter Textron Canada Inc. (BHT) Model 206A, 206B, and 206L helicopters. This AD requires replacing certain part-numbered engine auto-relight kit control boxes. This AD was prompted by a design review that revealed the control box chipset did not meet the required temperature range requirements, which could cause the control box to malfunction, disabling the engine auto-relight system. The actions of this AD are intended to prevent a disabled auto-relight system, failure of the engine to relight after a flame-out, increased pilot workload during a power loss emergency, and subsequent loss of control of the helicopter.
97-09-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Industrie Model A320, A321, A330, and A340 series airplanes, that requires repetitive testing of certain fire shutoff valves (FSOV) on the left and right engines, repetitive checks of certain parts on the FSOV motors, and replacement of discrepant valves with modified valves. This amendment also requires modification of FSOV seals and motors as terminating action for the repetitive testing and check requirements. This amendment is prompted by reports indicating that FSOV s are not closing completely during maintenance testing. The actions specified by this AD are intended to prevent the flow of hydraulic fluid to the engine in the event of fire which, if not corrected, would fuel the fire, and lead to the loss of fluid in associated hydraulic systems, causing those systems to fail.
98-03-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires a one-time inspection of the free-fall actuators of the landing gear for discrepancies, and replacement of discrepant actuators with new, improved actuators. This action also requires eventual replacement of certain free-fall actuators. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent electrical short circuits to the free-fall actuators of the landing gear, which could result in failure to extend the landing gear, and consequent damage to the airplane structure during landing.
98-24-22: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta A109C helicopters. This action requires, within the next 5 hours time-in-service (TIS), replacing the tail rotor blade grip assemblies (grip assemblies) with modified airworthy grip assemblies. This amendment is prompted by cracks that were found on the grip assemblies during maintenance inspections. This condition, if not corrected, could result in separation of a tail rotor blade and subsequent loss of control of the helicopter.
2021-11-24: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by significant changes made to the airworthiness limitations (AWLs) related to fuel tank ignition prevention and the nitrogen generation system (NGS). This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate the April 2019 or November 2020 revision of the airworthiness limitations document. The FAA is issuing this AD to address the unsafe condition on these products.
97-15-02: This amendment adopts a new airworthiness directive (AD), applicable to all Aerospatiale Model ATR42 and ATR72 series airplanes, that requires replacement of the attachment clips on the wing-to-fuselage fairings and on the upper cowlings of the engine nacelle with new improved attachment clips, and adding cup washers on the wing-to-fuselage fairing panels on certain airplanes. This amendment also requires a one-time inspection of certain fairings and the upper cowlings of the engine nacelle to detect discrepancies of the attachment hardware and the fairing panel; and replacement of the panel with a serviceable panel, if necessary. This amendment is prompted by a report of deformed attachment clips found on the wing-to-fuselage fairings and on the upper cowlings of the engine nacelle, and by a report of severe inflight vibration due to a loose wing/body fairing panel. The actions specified by this AD are intended to prevent deformation of the attachment clips due to insufficient strength of the attachment clip material. Such deformation of the attachment clips could result in the fairings and cowlings detaching from the airplane during flight and subsequently causing damage to the empennage or posing a hazard to persons or property on the ground.
2018-06-10: We are adopting a new airworthiness directive (AD) for certain Honda Aircraft Company LLC Model HA-420 airplanes. This AD requires incorporating a temporary revision into the airplane flight manual and replacing faulty power brake valves upon condition. This AD was prompted by reports of unannunciated asymmetric braking during ground operations and landing deceleration. We are issuing this AD to address the unsafe condition on these products.
2013-10-04: We are superseding an existing airworthiness directive (AD) for all Piper Aircraft, Inc. Models PA-31, PA-31-325, and PA-31-350 airplanes. That AD currently requires a detailed repetitive inspection of the exhaust system downstream of the turbochargers and repair or replacement of parts as necessary. This new AD requires visual repetitive inspections, expanding the inspection scope to include the entirety of each airplane exhaust system. This AD was prompted by reports of exhaust system failures upstream of aircraft turbochargers and between recurring detailed inspections. We are issuing this AD to correct the unsafe condition on these products.
2003-11-17: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC- 12/45 airplanes. This AD requires you to inspect the front and rear surfaces of the pressure dome for damage and cracks, and, if necessary, accomplish repairs. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to detect and correct damage and cracks to the pressure dome, which could lead to rapid decompression.
2013-16-14: We are adopting a new airworthiness directive (AD) for all Eurocopter Deutschland GmbH (ECD) EC 135 P1, P2, P2+, T1, T2, and T2+ helicopters equipped with a certain main transmission housing upper part. This AD requires installing a corrugated washer in the middle of the main transmission filter housing upper part and modifying the main transmission housing upper part. This AD was prompted by an inspection of housing upper parts that revealed the bypass inlet in the oil filter area was not manufactured in accordance with applicable design specifications. The actions of this AD are intended to prevent failure of the main transmission and subsequent loss of control of the helicopter.