Results
2016-08-04: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-223F and -243F airplanes. This AD was prompted by a report of missing fasteners in certain locations of the fuselage during production. This AD would require inspecting for missing, damaged, or incorrectly installed fasteners; and corrective actions if necessary. We are issuing this AD to detect and correct cracking of the fuselage due to missing, damaged, or incorrectly installed fasteners, which could result in reduced structural integrity of the fuselage.
2016-07-28: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) airplanes, and Model MD-88 airplanes. This AD requires repetitive eddy current high frequency (ETHF) inspections for any cracking in the left and right side center wing lower skin, and corrective actions if necessary. This AD was prompted by reports of cracking at certain stringers, associated end fittings, and skins in the center wing fuel tank where the stringers meet the end fittings. We are issuing this AD to detect and correct cracking in the center wing lower skin. Such cracking could cause structural failure of the wings.
47-50-09: 47-50-09 FAIRCHILD: Applies to 24R and 24W Series Aircraft. Inspection required each 100 hours of operation. Inspect the landing gear fittings near the lower longeron attachment and also the fuselage fittings for cracks. Cracks in the strut not exceeding 1/8 inch in length may be repaired by electric arc welding. Cracks in excess of 1/8 inch in length should be stop drilled and oxyacetylene welded, and the landing gear strut should be re-heat-treated to 180,000 pounds per square inch. (Fairchild Service Bulletin No. 41-8 dated June 23, 1941, covers this subject.)
71-26-03: 71-26-03 SIKORSKY AIRCRAFT: Amdt. 39-1363. Applies to Sikorsky S-62A and S- 55 type Helicopters certified in all categories. Compliance required as follows: To preclude the failure of the S-62A and S-55 Servo Support Bracket P/N 1440-2415. 1. Unless already accomplished within the last 95 hours in service, inspect the servo support bracket within the next 25 hours in service after the effective date of this AD, in accordance with Part I subparagraph A and B of Accomplishment Instructions of Sikorsky Service Bulletins 55B40-6 or 62B40-8 as applicable dated October 1, 1971 or later FAA- approved revision or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 2. Inspect the bracket within 120 hours in service after the inspection in paragraph 1 of this airworthiness directive and every 120 hours thereafter in accordance with Part I subparagraph B of Accomplishment Instructions of Sikorsky Service Bulletins 55B40-6 or 62B40-8 as applicable dated October 1, 1971 or later approved revision or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 3. Conduct fluorescent magnetic particle inspection in accordance with Part II Accomplishment Instructions of SIK S/B 55B40-6 or 62B40-8 as applicable at gear box overhaul or 1250 hours, whichever comes first; or an alternate method approved by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 30, 1971.
2016-08-07: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-22B and RB211-524 turbofan engines with low- pressure turbine (LPT) support roller bearing, part number (P/N) LK30313 or P/N UL29651, installed. This AD requires removal of certain LPT support roller bearings installed in RR RB211-22B and RB211-524 engines. This AD was prompted by a report of a breach of the turbine casing and release of engine debris through a hole in the engine nacelle. We are issuing this AD to prevent failure of the LPT support roller bearing, loss of radial position following LPT blade failure, uncontained part release, damage to the engine, and damage to the airplane.
2016-07-18: We are adopting a new airworthiness directive (AD) for certain Airbus Defense and Space S.A. Model CN-235-200 and CN-235-300 airplanes. This AD was prompted by reports of false engine fire warning events, which consequently led to engine in-flight shutdowns. This AD requires modification of the location and routing of the engine fire detection system. We are issuing this AD to prevent unnecessary engine in-flight shutdown, which could result in reduced controllability of the airplane.
67-25-04: 67-25-04 FAIRCHILD: Amdt. No. 39-472, Part 39, Federal Register May 30, 1967. Applies to Type F-27 Airplanes, Serial Numbers 108 through 123, inclusive, and FH-227 Airplanes, Serial Numbers 503, 506, through 518, 520 through 535, and 538. Due to numerous elongated and double-drilled rivet holes found in the fuselage skin, accomplish the following within the next 150 hours' time in service after the effective date of this AD unless already accomplished. (a) For F-27 Airplanes, comply with the Accomplishment Instructions of Fairchild-Hiller Service Bulletin No. 53-49 (F-27), dated April 14, 1967 and FH-227 Airplanes, comply with Accomplishment Instructions of Fairchild Hiller Service Bulletin No. 53-7 (FH-227), dated April 14, 1967, or later FAA-approved revisions, or FAA-approved equivalent modification. (b) Equivalent inspections may be approved by an FAA maintenance inspector. Equivalent parts, Service Bulletin revisions, and modifications, must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment effective September 8, 1967.
50-31-01: 50-31-01 CESSNA: Applies to All Models 120 and 140 Aircraft, Serial Numbers 8001 to 15035, Inclusive, on Which the 0.051 Reinforcing Channel or 0.040 Reinforcing Angles Have Not Been Installed. Compliance required as soon as possible and not later than August 1, 1950, except as indicated below. Because two fin spar fatigue failures have occurred in flight, indicating inadequate inspection due to the difficulty of such inspection, the fin must be removed for inspection. Inspection can then be best accomplished by removing five rivets in the fin bottom rib skin attachment and all attaching rivets through the spar and doubler flanges to permit raising the adjacent skin. The front face of the spar and the spar reinforcing channel should then be carefully inspected for flange buckles or cracks with at least an 8-power magnifying glass in the bend radii and in the adjacent flange rivet or clearance holes in the region of the bottom rib attachment. Modify in accordance with item 1 or 2 herein: 1. If failure exists, the spar must be replaced with a spar incorporating an 0.051 24ST alclad fin spar reinforcing channel, Cessna P/N 0431129, or equivalent. 2. If no failure exists, reinforcing angles, Cessna P/N 0431145 and 1431145-1 or equivalent, must be installed. (Cessna Service Letter No. 62 dated April 10, 1950, covers this same subject.) Some of the first airplanes were manufactured using spot welded instead of riveted construction. The following applies to these aircraft and should be accomplished not later than September 1, 1950: Drill out center of spots with No. 30 drill. Carefully pry skin loose from spar and root rib using a thin lever. Inspect and accomplish 1 or 2 above replacing all drilled spot welds with 1/8- inch rivets as required. In case that sheet or underlying structure is left with a damaged hole which cannot be properly filled with a 1/8-inch rivet, replace with 5/32-inch rivet or add an additional 1/8-inch rivet on each side of damaged hole. This supersedes AD 50-17-01.
2024-22-06: The FAA is superseding Airworthiness Directive (AD) 2023-21-06 for certain Embraer S.A. (Embraer) Model EMB-505 airplanes. AD 2023-21- 06 required installing structural reinforcements on certain monuments and replacing certain floor support rivets. Since the FAA issued AD 2023-21-06, the FAA determined that certain airplanes need to be re- assigned to a different group and certain re-identified floor support part numbers need to be corrected. This AD requires installing structural reinforcements on monuments and replacing fasteners on the floor support, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-07-20: We are superseding Airworthiness Directive (AD) 95-18-08 for all Airbus Model A300-600 series airplanes. AD 95-18-08 required repetitive inspections to detect cracks in the bottom skin of the wing in the area of the cut-out for the pylon rear attachment fitting, and repair if necessary. This new AD, for certain [[Page 21256]] airplanes, reduces the compliance times for the inspections. This AD was prompted by a report that updated fatigue and damage tolerance analyses and a fleet survey found that certain inspection thresholds and intervals must be reduced to allow more timely findings of cracking. We are issuing this AD to detect and correct fatigue-related cracking in the bottom skin of the wing in the area of the cut-out for the pylon rear attachment fitting, which could result in reduced structural integrity of the wing.
58-13-03: 58-13-03 LOCKHEED: Applies to All Model 1649A Aircraft. Compliance required as indicated. Model 1649A aircraft have been found to have possible hazardous wing bending oscillation, dynamically induced by aileron oscillation, under certain combinations of boost package tolerances and autopilot modulating piston follow-up failure. In order to correct this condition, the following must be accomplished: Modify the aileron control valve by installing a new modulating piston stop to meet limits of aileron deflection rates of 7.5 degrees per second minimum and 11 degrees per second maximum. The valve is then to be reidentified as 668152-11 and to be painted yellow to denote noninterchangeability with elevator and rudder valves. Details of the necessary modifications are given in Lockheed communication FS/225805-W, dated June 13, 1958. This modification is to be accomplished as soon as maintenance schedules will permit but not later than January 1, 1959. Until the modification is accomplished, the airplane must be flown in autopilot operation at speeds not to exceed 215 KIAS. This supersedes AD 58-11-04.
75-09-17: 75-09-17 HUGHES: Amendment 39-2191. Applies to Model 369H Series Helicopters certificated in all categories, configured with "four-on-the-floor" passenger interior in accordance with Drawing 369H90035. Compliance required as indicated unless already accomplished. To provide adequate protection for the occupants of the aft facing seats, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, install two conspicuous placards worded, "DO NOT OCCUPY FOR TAKEOFF AND LANDING". The placards must be located on the aft face of the forward divider, facing aft, centered on divider, above each seat cushion. (b) Placards may be removed upon installation of a modification approved by the Chief, Aircraft Engineering Division, FAA Western Region, which provides the required occupant head and back support. This amendment becomes effective May 2, 1975.
2003-13-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200 and 767-300 series airplanes, that requires modification of the installation of the aft pressure bulkhead-to-floor insulation blankets. The actions specified by this AD are intended to prevent interference with venting during a rapid decompression in the bulk cargo compartment; such interference could cause damage to the floor structure and damage to certain control cables leading to the empennage, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2024-22-01: The FAA is superseding Airworthiness Directive (AD) 2023-05- 08, which applied to certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. AD 2023-05-08 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 continues to require certain actions in AD 2023-05-08 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-07-17: We are superseding Airworthiness Directive (AD) 97-20-07 for certain Airbus 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 97-20-07 required repetitive inspections to detect fatigue cracking in the left and right wings in the area where the top skin attaches to the center spar, and repair or modification of this area if necessary. This new AD reduces the inspection compliance time and repetitive inspection intervals. This AD was prompted by a determination that the inspection compliance time and repetitive inspection interval must be reduced to allow timely detection of fatigue cracking in the left and right wings in the area where the top skin attaches to the center spar. We are issuing this AD to detect and correct this fatigue cracking, which could reduce the residual strength of the top skin of the wings, and consequently [[Page 21247]] affect the structural integrity of the airframe.
2024-22-05: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report that during manufacture of drag brace lower lock link assemblies for the main landing gear (MLG), a certain required inspection was not performed. This AD requires doing a check of maintenance records or an inspection to determine if certain drag brace lower lock link assemblies are installed, and applicable on-condition actions. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2024-22-07: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-401 and - 402 airplanes. This AD was prompted by a report of an in-flight event where isolation valve caution messages were received. This AD requires inspecting the fuse/shuttle valve serial numbers, and replacing certain fuse/shuttle valves, 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.
2016-07-16: We are superseding Airworthiness Directive (AD) 2013-26-08 for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. AD 2013-26-08 required inspecting the orientation of both sides of the coil cord connector keyways of the number 2 windows on the flight deck; re-clocking the connector keyways, if necessary; and replacing the coil cord assemblies on both number 2 windows on the flight deck. This new AD adds airplanes to the applicability. AD 2013-26-08 resulted from reports of arcing and smoke at the left number 2 window in the flight deck. This AD was prompted by a determination that additional airplanes are subject to the same identified unsafe condition. We are issuing this AD to prevent arcing, smoke, and fire in the flight deck, which could lead to injuries to or incapacitation of the flightcrew.
47-21-04: 47-21-04 NAVION: (Was Mandatory Note 3 of AD-782-3.) Applies to Serial Numbers NAV-4-2 Through 21, 24 Through 29, 32, 35, 36, 40, 42 Through 47, 57, 192, 199, 251. To be accomplished not later than August 1, 1947. The original fuel filler scupper will collect spilled gasoline since no drain line is provided. In addition, the thickness of material is insufficient to prevent damaging by the filler hose nozzle. To eliminate these conditions, a redesigned scupper with drain line is to be installed per NAA Drawing 145-89010. (NAA Field Service Bulletin No. 2 covers this same subject.)
2016-07-12: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of cracking of the aft fixed fairing (AFF) of the pylons due to fatigue damage of the structure. This AD requires repetitive inspections for damage and cracking of the AFF of the pylons, and repair if necessary. We are issuing this AD to detect and correct damage and cracking of the AFF of the pylons, which could result in detachment of a pylon and consequent reduced structural integrity of the airplane.
2024-22-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model Airbus A350-941 and -1041 airplanes. This AD was prompted by a determination that the lower attachment studs on the aft galley complex may be installed incorrectly due to a missing instruction in the maintenance procedure task. This AD requires a one- time inspection of the lower attachment studs on the aft galley complex, 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.
47-10-05: 47-10-05 LOCKHEED: (Was Mandatory Note 6 of AD-763-3.) Applies Only to Model 49 Serial Numbers 2021 to 2088, Inclusive. Compliance required prior to March 15, 1947. Inspect landing gear selector valve (Bendix P/N 403875-0-1) installed in forward cargo compartment. Those valves bearing Serial Numbers 1 through 120 and identified by letter "R: following the serial number have been reworked to incorporate a new type poppet. All unreworked valves should be replaced with reworked valves. (LAC Service Instruction 049/SI-34 covers this same subject.)
51-10-06: 51-10-06 CURTISS-WRIGHT Applies to all model C-46 Series aircraft. Compliance required at next periodic inspection, not to exceed 100 hours, and each 200 hours or nearest regular inspection period thereafter. Inspect all aileron, rudder and elevator hinge fittings and adjacent structure for cracks, loose rivets, worn bolts and condition of bearings. If defects are found, the part should be replaced by an undamaged part or repaired. This supersedes AD 50-14-1.
73-12-05: 73-12-05 FAIRCHILD: Amendment 39-1656 as amended by Amendment 39-2078 is further amended by Amendment 39-3543. Applies to all Fairchild F-27 and FH-227 Type Aircraft Certificated in all categories. Compliance required as indicated: 1. As to the vertical stabilizer attachment fitting assemblies for both front and rear spars, P/N's 27-233000-11, -12, -31, -32, -41 and -42 which have accumulated 2500 hours or more in service. a. Within the next 30 days, unless accomplished within the last 11 months, inspect all surfaces of the lugs of the fittings for cracks using an ultrasonic method in accordance with paragraph 2, Accomplishment Instructions, Part I, of Fairchild Service Bulletins F-27-55-20 and FH-227-55-11, reissued June 15, 1979, or an approved equivalent inspection. Inspect other areas of the fittings for cracks using a dye penetrant and a 10-power glass or an approved equivalent inspection. b. Within the next 60 days, unless accomplished within the last 10 months, inspect the fittings around the flanges and inner cavity for corrosion in accordance with paragraph 2, Accomplishment Instructions, Part II, of Fairchild Service Bulletins F-27-55-20 and FH-227-55-11, reissued June 15, 1979, or in accordance with an approved equivalent procedure. c. The inspection specified in "a" above shall be repeated at intervals not to exceed 12 calendar months or 2500 hours in service from the last inspection, whichever occurs first. d. The inspection specified in "b" above shall be repeated at intervals not to exceed 12 calendar months from the last inspection. 2. Cracked parts shall be replaced and corroded parts shall be replaced or repaired prior to further flight. a. Parts replacement shall be in accordance with paragraph 2 of Fairchild Service Bulletins F-27-55-20 and FH-227-55-11, reissued June 15, 1979, and they shall be the same part number or approved equivalent parts. b. Parts repair shall be in accordancewith paragraph 2 and Figures 2 and 3 of Fairchild Service Bulletins F-27-55-20 and FH-227-55-11, reissued June 15, 1979, or an approved equivalent repair. 3. The aircraft may be flown in accordance with FAR 21.197 to a base where the inspection or repairs can be performed. 4. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection interval specified in this AD. Equivalent inspections, parts or repair must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Amendment 39-1656 was effective June 14, 1973. Amendment 39-2078 was effective January 28, 1975. This Amendment 39-3543 is effective August 29, 1979.
2016-07-08: We are adopting a new airworthiness directive (AD) for a certain The Boeing Company Model DC-9-83 (MD-83) airplane. This AD requires installing fuel level float and pressure switch in-line fuses, and doing applicable wiring changes, on the left, right, and center wing forward spars, forward auxiliary fuel tank, and aft auxiliary fuel tank. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.