Results
2025-05-02: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) Model CT7-5A2, CT7-5A3, CT7-7A, CT7-7A1, CT7-9B, CT7-9B1, CT7-9B2, CT7-9C, CT7-9C3, CT7-9D, and CT7-9D2 engines. This AD was prompted by the manufacturer's determination that certain GE Model CT7 fleets have affected cooling plates installed that do not meet lifing guidelines. This AD requires replacement of the stage 1 turbine forward cooling plate and the stage 2 turbine aft cooling plate. The FAA is issuing this AD to address the unsafe condition on these products.
2015-02-10: We are adopting a new airworthiness directive (AD) for Viking Air Limited Models DHC-2 Mk. I, DHC-2 Mk. II, and DHC-2 Mk. III airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as failed locknuts on the horizontal stabilizer attach bracket. We are issuing this AD to require actions to address the unsafe condition on these products.
2014-23-15: We are superseding Airworthiness Directive (AD) AD 2011-14-06 for all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2011-14-06 required revising the maintenance program. This new AD requires revising the maintenance program to incorporate new, more restrictive limitations. This AD was prompted by the determination that more restrictive limitations are necessary. We are issuing this AD to prevent fatigue cracking, accidental damage, or corrosion in principal structural elements, and possible failure of certain life limited parts, which could result in reduced structural integrity of the airplane.
69-08-08: 69-08-08 FAIRCHILD HILLER: Amdt. 39-753. Applies to UH-12D, UH-12E, UH- 12E-L, UH-12L and UH-12L4 type helicopters certified in all categories, with P/N 55046 and P/N 55046-5 tail rotor yokes. Compliance required as indicated. To prevent fatigue failures of the tail rotor yoke, P/N 55046 and P/N 55046-5 accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, conduct a magnetic-particle inspection and a measurement of the tail rotor yoke fillet radius as shown in Figure 1 in Fairchild Hiller Service Letters SL-UH-12L- 55-1 and SL-UH-12D thru G-55-1 dated March 20, 1969. (1) If a crack is found, or if the measured fillet radius is less than 0.030 inches, remove the tail rotor yoke from service prior to further flight. (2) If the measured fillet radius is 0.030 inches or larger but less than 0.050 inches, the yoke may continue in service provided that magnetic-particle inspections are conducted after the inspection required in paragraph (a) at intervals not to exceed 50 hours time in service from the last inspection. Remove cracked yokes from service prior to further flight. Remove from service tail rotor yokes having a fillet radius 0.030 inches or larger but less than 0.050 inches within 250 hours time in service from the effective date of this AD. The service life limit of 2500 hours for the tail rotor yokes of UH-12E-L, UH-12L and UH-12L4 helicopters must not be exceeded. (b) Replacement parts must be tail rotor yokes having a fillet radius of at least 0.050 inches. This amendment is effective April 23, 1969.
2014-26-08: We are superseding Airworthiness Directive (AD) 2011-13-09 for all Airbus Model A330-200, -200F, and -300 series airplanes. AD 2011- 13-09 required revising the maintenance program to incorporate new limitations and maintenance tasks for certain certification management requirements (CMRs). This new AD requires revising the maintenance or inspection program to incorporate new maintenance requirements and airworthiness limitations. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. We are issuing this AD to prevent safety-significant latent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition.
2015-01-03: We are adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Model PC-7 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 possible cracking from stress corrosion on various parts of the airplane structure made of aluminum alloy AA2024-T351. We are issuing this AD to require actions to address the unsafe condition on these products.
75-17-02: 75-17-02 BRITISH AIRCRAFT CORPORATION: Amendment 39-2304. Applies to BAC Viscount Model 700 and 810 series airplanes. Compliance is required as indicated. To prevent high resistance at aluminum cable assembly terminations rated at 35 amperes and above, and at generator main ground cable assembly terminations, accomplish the following: (a) Within the next 500 hours' time in service, or 6 months after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed 3 years from the date of the last inspection, inspect all aluminum cables and cable assemblies rated at 35 amperes and above, except generator main ground cable assemblies, for overheating, corrosion, cable conductor strand fracture, and loose bolted joints, in accordance with BAC Alert PTL No. 289, dated July 12, 1972 (700 Series), and BAC Alert PTL No. 157, dated July 12, 1972 (810 Series), or FAA-approved equivalents, respectively. (b) If cables or cable assemblies are found to be overheated, or corroded, or to have cable conductor strand fractions, or loose bolted joints during an inspection required by paragraph (a), before further flight, repair in accordance with BAC Alert PTL No. 289, dated July 12, 1972 (700 Series), and BAC Alert PTL No. 157, dated July 12, 1972 (810 series), or FAA-approved equivalents, respectively, or replace with an equivalent new cable or cable assembly. (c) Within the next 500 hours time in service or 6 months after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed 1 year from the date of the last inspection, inspect all generator main ground cable assemblies for overheating, corrosion, cable conductor strand fracture, and loose bolted joints, in accordance with BAC Alert PTL No. 288, dated July 12, 1972 (700 Series), and BAC Alert PTL No. 156 dated July 12, 1972 (810 Series), or FAA-approved equivalents, respectively. (d) If generator main ground cable assemblies arefound to be overheated, or corroded, or to have cable conductor strand fractures, or loose bolted joints during an inspection required by paragraph (c), before further flight, repair in accordance with BAC Alert PTL No. 288, dated July 12, 1972 (700 Series), and BAC Alert PTL No. 156, dated July 12, 1972 (810 Series), or FAA-approved equivalents, respectively, or replace with an equivalent new cable assembly. (e) Before the accumulation of 3 years total time in service, or within the next year after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 5 years, replace generator main ground cable assemblies with serviceable cable assemblies that comply with the same standard. This amendment becomes effective August 15, 1975.
73-26-07 R3: 73-26-07 R3 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-1761 as amended by Amendments 39-1778 and 39-2954 is further amended by Amendment 39-3850. Applies to Model TPE331-1, -2, -3, -5, -6, -25, -29, -43, -45, -47, -51, -55, -57, -61, and TSE331-3 Series Engines. Compliance required as indicated. To detect abnormal wear of the fuel pump shaft internal drive splines and coupling shaft external splines, accomplish the following: (a) Model TPE331-3, -5, -6, and TSE331-3 Series engines which contain the grease lubricated fuel pump drive coupling spline configuration. (1) Clean, visually inspect, and lubricate the pump and coupling shaft drive splines of all engines with more than 200 hours time in service, within the next 25 hours additional time in service, unless previously accomplished within the last 375 hours time in service, and at intervals not to exceed 400 hours time in service thereafter, per the instructions and procedures described in AiResearch Service Bulletin TPE331-72-0027, Revision 4, dated November 30, 1973, or later FAA-approved revisions. If the extent of the wear is observed to exceed .003 inch, either replace the shaft with a new P/N 869911-3, or perform the additional dimensional inspection described in the Service Bulletin. If the latter inspection indicates wear beyond .005 inch, the shaft must be replaced prior to further flight. (Note: Drive Couplings, P/N 869911-1 or -2 and 895216-1, found in a serviceable condition, may be continued in service.) (2) For engines with less than 200 hours time in service since new or overhaul, clean, visually inspect and lubricate the engine by the procedures described in (a)(1) above, within 25 hours time in service after the effective date of this AD, or, prior to exceeding 200 hours time in service, whichever occurs later, and at intervals not to exceed 400 hours time in service thereafter. Replace shafts as required by the inspections. (b) Model TPE331-1, -2, -25, -29, -43, -45, -47, -51, -55, -57 and -61 Series engines which contain the grease lubricated fuel pump drive coupling spline configuration. (1) Clean, visually inspect, and lubricate the pump and coupling shaft drive splines of all engines with more than 200 hours time in service, within the next 25 hours additional time in service, unless previously accomplished within the last 775 hours, and at intervals not to exceed 800 hours time in service thereafter, per the instructions and procedures described in AiResearch Service Bulletin TPE331-72-0027, Revision 4, dated November 30, 1973, or later FAA-approved revisions. If the extent of wear is observed to exceed .003 inch, either replace the shaft with a new P/N 869911-3, or perform the additional dimensional inspection described in the Service Bulletin. If the latter inspection indicates wear beyond .005 inch, the shaft must be replaced prior to further flight. (Note: Drive Couplings, P/N 869911-1 or -2 and 895216-1, found in a serviceable condition, may be continued in service.) (2) For engines with less than 200 hours time in service since new or overhaul, clean, visually inspect and lubricate the engine by the procedures described in (b)(1) above, within 25 hours time in service after the effective date of this AD, or, prior to exceeding 200 hours time in service, whichever occurs later, and at intervals not to exceed 800 hours time in service thereafter. Replace shafts as required by the inspections. (c) If either the fuel pump, oil pump, or couplings defined in (a)(1) or (b)(1) above are replaced for any reason, a serviceable Drive Coupling, P/N 869911-3, or later FAA approved designs must be installed. (d) The initial and recurring cleaning, visual inspection and lubrication of the fuel pump and coupling shaft drive splines described in paragraph (a) and (b) above may be discontinued after incorporation of improved fuel pump shaft alignment features described in AiResearchService Bulletin TPE/TSE331-73-0051 dated April 29, 1977; TPE331-73-0054 dated April 29, 1977; TPE331-73-0056 dated May 6, 1977; or TPE331-73-0091 dated October 11, 1979; or later FAA approved revisions (as appropriate for various engine models). (e) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. (f) Special flight permits may be issued per FAR's 21.197 and 21.199 to authorize operation of aircraft to a base where these inspections or modifications required by this AD may be performed. Amendment 39-1761 became effective January 28, 1974. Amendment 39-1778 became effective February 1, 1974. Amendment 39-2954 became effective July 11, 1977. This Amendment 39-3850 becomes effective July 31, 1980.
2014-26-53: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-115, A319-133, A320-214, A320-232, and A320-233 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires repetitive detailed visual inspections to detect discrepancies of the wing lower skin surface and inboard main landing gear (MLG) support rib lower flange location fasteners and, depending on findings, accomplishment of applicable corrective action(s). This AD was prompted by reports of failure of certain fasteners located at the wing lower skin surface and inboard MLG support rib lower flange. We are issuing this AD to detect and correct discrepancies of the fasteners at the external surface of the lower wing skin and inboard MLG support rib lower flange, which could result in an airplane not meeting its maximum loads expected in service. This condition could result in structural failure.
2015-01-01: We are superseding Airworthiness Directive (AD) 2011-09-11, for certain The Boeing Company Model 777-200 and -300 series airplanes. AD 2011-09-11 required repetitive inspections for hydraulic fluid contamination of the interior of the strut disconnect assembly; repetitive inspections for discrepancies of the interior of the strut disconnect assembly, if necessary; repetitive inspections of the exterior of the strut disconnect assembly for cracks, if necessary; corrective action if necessary; and an optional terminating action for the inspections. This new AD adds, for certain airplanes, an inspection of the side and top cover plates to determine if all cover plate attach fasteners have been installed, and installing any missing fasteners including doing an inspection for damage, and repair if necessary. This AD was prompted by reports of side and top cover plates installed with missing fastener bolts, which results in an unsealed opening on the system disconnect assembly. We are issuing this AD to detect and correct hydraulic fluid contamination, which can cause cracking of titanium parts in the system disconnect assembly; and also to detect and correct missing fasteners, which results in unsealed openings on the system disconnect assembly. Both unsafe conditions can compromise the engine firewall and result in fire hazards for both the engine compartment and the strut.