Results
2000-06-09: This amendment adopts a new airworthiness directive (AD), applicable to Turbomeca Arrius 1A series turboshaft engines, that requires installation of module TU63, which provides a separate supply of fuel for one of the 10 main injectors of the fuel injection system. This action is prompted by reports of unexpected power loss during test flights. The actions specified by this AD are intended to prevent unexpected power loss, which could result in an uncommanded in-flight engine shutdown, autorotation, and forced landing.
81-24-06: 81-24-06 TELEDYNE CONTINENTAL MOTORS: Amendment 39-4260. Applies to Models IO-520, TSIO-520 and GTSIO-520 (except GTSIO-520-F and K) engines equipped with engine driven fuel pumps serial numbers I0178XX through A0280XX, factory new or rebuilt engines which were assembled between September 1, 1978, through July 31, 1980, or fuel pumps which were replaced during that time. The first characters of the fuel pump serial numbers reflect the date of manufacture. The first letter designates the month of manufacture starting with "A" for January, "B" for February, etc. The second and third digits designate the day of build (01 thru 31). The fourth and fifth digits indicate the year of build. Subsequent digits indicate manufacturing sequence number of pump on a given day. Compliance required as indicated unless already accomplished. To prevent possible fuel leakage and potential fire hazard, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours time in service until (b) is accomplished, visually check the fuel pump for evidence of fuel leaks from between the pump segments. If a leak is detected or fuel stains are present, (b) must be accomplished prior to further flight. (b) Within 50 hours time in service after the effective date of this AD, accomplish the following: (1) Remove safety wire from the four fuel pump through bolts. (2) Torque the through bolts evenly in diagonally opposite pairs to 30 in-lbs. ( 1 in-lb.). (3) Resafety wire through bolts. (4) Upon completion of the above steps, place mixture control in "idle cutoff," pressurize the fuel system with the aircraft boost pump, and inspect for fuel leaks. If a fuel leak still exists, overhaul or replace the pump as appropriate. (c) If fuel leaks were present before retorquing the bolts as required in paragraph (b), then during each of the next five preflights, place the mixture control in "idle cutoff," pressurize the fuel system with the aircraft boost pump and check for fuel leaks or evidence of fuel leaks. If evidence of a fuel leak exists, overhaul or replace the pump as appropriate. This paragraph does not apply if the fuel pump was overhauled or replaced due to compliance with paragraph (b). (d) The checks required by paragraphs (a) and (c) may be accomplished by a certificated pilot as authorized by FAR 43.3(h). (e) Make appropriate maintenance record entries. Upon submission of substantiating data through an FAA Aviation Safety Inspector, the Chief, Engineering and Manufacturing Branch may adjust the inspection intervals. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Teledyne Continental Motors Service Bulletin M-80-26, Revision 1, applies to this subject. This amendment becomes effective November 23, 1981.
91-06-05: 91-06-05 CANADAIR, LTD.: Amendment 39-6852. Docket No. 90-NM-186-AD. Applicability: All Model CL-44D4 and CL-44J series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure the continuing structural integrity of these airplanes, accomplish the following: A. Within six months after the effective date of this AD, incorporate a revision into the FAA-approved maintenance inspection program that provides for supplemental maintenance, inspections, replacement, and overhaul requirements of the significant structural items defined in Canadair Document RBD-44-100, "Supplemental Structural Inspection Program," Revision B, dated February 27, 1990. Inspection results, when a crack is detected, must be reported to Canadair. B. Cracked structure detected during the inspection required by paragraph A. of this AD must be repaired or replaced prior to further flight, in accordance with instructions in Canadair Document RBD-44-100, "Supplemental Structural Inspection Program," Revision B, dated February 27, 1990. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region. NOTE: The request should be submitted directly to the Manager, New York Aircraft Certification Office, ANE-170, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, New York ACO. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Canadair, Ltd., P.O. Box 6087, Station A, Montreal,Quebec H3C 3G9, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, Northwest Mountain Region, 1601 Lind Avenue S.W., Renton, Washington; or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment (39-6852, AD 91-06-05) becomes effective on April 8, 1991.
2014-26-02: We are adopting a new airworthiness directive (AD) for Airbus Helicopters (previously Eurocopter France) Model EC155B1 and AS 365 N3 helicopters with a certain automated flight control system (AFCS) and with a Garmin global positioning system (GPS) installed. This AD requires revising the Rotorcraft Flight Manual (RFM) to prohibit using the autopilot coupled with a Localizer/Instrument Landing System (LOC/ ILS) or Very High Frequency Omnidirectional Range (VOR) approach. This AD is prompted by a report of unpredictable and unexpected roll oscillations during coupled LOC or VOR approaches.This condition, if not corrected, could result in loss of helicopter control.
2014-26-03: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aerosystems Model 340B airplanes. This AD was prompted by a report that the elevator position quoted in an aircraft maintenance manual is incorrect and a report that the trunnion at the lower part of the control column was installed incorrectly. This AD requires an inspection of the stick pusher rigging and an inspection of the installation of the trunnion and the stick pusher rigging, and corrective actions if necessary. We are issuing this AD to correct the rigging of the elevator position of the stick pusher to reduce the probability of a negative effect on the handling quality during stall, which could result in reduced controllability of the airplane.
2000-07-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-200B, -300, -400, -400D, and -400F series airplanes. This action requires repetitive inspections to detect cracking of fire extinguisher discharge tubes in certain engine struts, and corrective action, if necessary. For certain airplanes, this action also provides for a modification of the fire extinguisher discharge tubes, which constitutes terminating action for the repetitive inspections. This amendment is prompted by reports that cracked fire extinguisher discharge tubes have been found in the engine struts on certain airplanes. The actions specified in this AD are intended to detect and correct cracked fire extinguishing tubes in the engine struts. In the event of an engine fire, such cracked tubes could reduce the amount of fire extinguishing agent that can be delivered to the engine, and could result in a fire spreading from the engine to the wing of the airplane.
94-10-01: 94-10-01 Hartzell Propeller Inc.: Amendment 39-8908. Docket 94-ANE-05. Applicability: Hartzell Propeller Inc. Model HC-E4A-3A/E10950() propellers, except propellers with serial numbers HJ199 and greater, installed on but not limited to Beech Model 1900D aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent severe propeller vibration in flight and possible loss of propeller pitch control, accomplish the following: (a) Install new propeller blade pitch change knob twelve point flange head attachment bolts to replace the countersunk screws currently used, new preload plates, and new propeller blade pitch change knob brackets, in accordance with Hartzell Propeller Inc. Alert Service Bulletin (ASB) No. A190, dated January 17, 1994, as follows: (1) For propellers with 800 or more hours time in service (TIS) since new on the effective date of this airworthiness directive (AD), or 800 or more hours TIS since the new pitch change knob screws were last installed in accordance with Hartzell Propeller Inc. ASB No. A184, dated July 19, 1993, or Hartzell Propeller Inc. ASB No. A184(A), dated December 2, 1993, install within 50 hours TIS after the effective date of this AD. (2) For propellers with less than 800 hours TIS since new on the effective date of this AD, or less than 800 hours TIS since the new pitch change knob screws were last installed in accordance with Hartzell Propeller Inc. ASB No. 184, dated July 19, 1993, or Hartzell Propeller Inc. ASB No. A184(A), dated December 2, 1993, install prior to exceeding the later of: (i) 850 hours TIS since new; or (ii) 850 hours TIS since the new pitch change knob screws were last installed in accordance with Hartzell Propeller Inc. ASB No. 184, dated July 19, 1993, or Hartzell Propeller Inc. ASB No. A184(A), dated December 2, 1993; (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Chicago Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Chicago Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Chicago Aircraft Certification Office. (c) Special flight permits may be issued in accordance with 14 CFR 21.197 and 21.199 to operate the aircraft to a location where the requirements of this AD can be accomplished. (d) The installation shall be done in accordance with the following service document: Document No. Pages Date Hartzell Propeller Inc. ASB No. A190 Total pages: 3. 1-3 January 17, 1994 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 part51. Copies may be obtained from Hartzell Propeller Inc., One Propeller Place, Piqua, OH 45356-2634; telephone (513) 778-4200, fax (513) 778-4391. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on June 22, 1994.
48-15-01: 48-15-01 MARTIN: Applies to Model 202 Aircraft Serial Numbers 9125 and 9159 Through 9167. Compliance required by July 1, 1948. As a fire protection measure, remove the existing corlac-type cable from the automatic pilot system and install shielded copper type cable. (Martin Service Bulletin No. 9 dated December 30, 1947, covers this same subject.)
2014-26-05: We are adopting a new airworthiness directive (AD) for certain Beechcraft Corporation Model G58 airplanes. This AD was prompted by reports of fuel leaks due to fuel cells that did not properly fit in Model G58 airplanes. This AD requires inspecting for and replacing, as necessary, certain fuel cells. This AD also requires inspecting and replacing parts, as necessary, of the left and right fuel system installations and correcting torques on fuel system fittings; and prohibits future installations of certain fuel cells. We are issuing this AD to correct the unsafe condition on these products.
2022-14-05: The FAA is superseding Airworthiness Directive (AD) 2015-12- 03, which applied to certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. AD 2015-12-03 required repetitive freeplay inspections and lubrication of the right and left elevators, rudder, and rudder tab, and related investigative and corrective actions if necessary. This AD was prompted by engineering testing which revealed that the force being applied to the elevator to detect excessive freeplay was insufficient. This AD continues to require certain actions in AD 2015-12-03 for certain airplanes, and requires revising the existing maintenance or inspection program, as applicable, for certain other airplanes, to incorporate a revised or new elevator freeplay maintenance procedure, as applicable. This AD also adds airplanes to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2000-07-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires repetitive inspections to detect cracking or damage of the forward and aft lugs of the diagonal brace of the nacelle strut, and follow-on actions, if necessary. That AD also provides optional terminating action for the repetitive inspections. This amendment requires accomplishment of the previously optional terminating action. This amendment is prompted by a report that a fractured diagonal brace lug was found during a routine maintenance inspection. The actions specified by this AD are intended to prevent cracking of the diagonal brace of the nacelle strut, which could result in failure of the diagonal brace, and consequent fatigue failure of a strut secondary load path and separation of the engine and strut.
2000-07-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, and -800 series airplanes. This action requires a one-time inspection to detect loose nuts installed on the bolts at each end of the input rods connected to each elevator power control unit (PCU), and corrective action, if necessary. This amendment is prompted by reports of loose nuts on the bolts that connect the lower input crank arm and the vernier adjustment input rod of the elevator PCU. The actions specified in this AD are intended to detect and correct loose nuts on the bolts of the input crank arms of the elevator PCU, which could result in the loss of pivot bolts on the PCU and consequent loss of control of the airplane during takeoff and landing.
2014-24-03: We are superseding Airworthiness Directive (AD) 97-11-07 and AD 99-18-23, which apply to all The Boeing Company Model MD-90-30 airplanes. AD 97-11-07 and AD 99-18-23 required revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness to incorporate certain compliance times for principal structural element (PSE) inspections and replacement times for safe-life limited parts. This new AD also requires revising the maintenance or inspection program to incorporate a new PSE requirement for the rear spar caps of the horizontal stabilizer and its associated inspections, which would terminate certain inspections of the horizontal stabilizer rear spar. This AD was prompted by an analysis of data that identified a need to introduce a new PSE requirement for the rear spar caps of the horizontal stabilizer. We are issuing this AD to detect and correct fatigue cracking of PSEs and certain safe-life limited parts, which could adversely affect the structural integrity of the airplane.
2000-07-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires deactivation of the map light assemblies; or modification and reidentification of the insulation blankets adjacent to certain map light assemblies, if applicable, a general visual inspection to detect damage of the Captain, First Officer, and Right Observer map light assemblies, and follow-on actions. This amendment is prompted by incidents in which a broken or cracked light bulb housing of the First Officer map light was found. The actions specified in this AD are intended to detect a broken light bulb housing, which could expose the power contactor. An exposed power contactor could cause the Captain, First Officer, or Right Observer map light to short or overheat, which could result in smoke or fire in the cockpit.
49-05-01: 49-05-01 LOCKHEED: Applies to All 749 Aircraft Equipped With Curtiss 850-4C2-0 Propeller Blades. Compliance required by March 25, 1949. Magnetically inspect the shank section, as far outboard as the 18-inch station, of all 850- 4C2-0 blades delivered before November 1, 1948, having less than 700 hours service and which have not been magnafluxed since delivery, using a coil not greater than 27 inches in diameter and providing at least 8,000 ampere turns, inspection of blades with lowest service time should be accomplished first wherever possible. (Curtiss Service Bulletin No. 47 covers this same subject.)
2000-07-01: This amendment supersedes an existing airworthiness directive (AD), applicable to all Empresa Brasileira de Aeronautica, S.A. (EMBRAER), Model EMB-145 series airplanes, that currently requires repetitive emergency extension (free-fall) functional tests of the nose landing gear (NLG), and lubrication of all NLG hinge points, to ensure that the NLG extends and locks down properly; and corrective action, if necessary. This amendment also requires a terminating modification that includes replacement of the NLG door solenoid valve with an improved valve; replacement of the landing gear (LG) safety pins holder with an improved holder; and replacement of the NLG maneuvering actuator with an improved actuator. This amendment also limits the applicability of the existing AD. 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 NLGto extend and lock down properly, which could result in damage to the airplane structure, and consequent reduced controllability of the airplane upon landing.
2014-25-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of fatigue cracking in the skin assembly and bear strap of the aft lower corner of the forward airstair stowage doorway. This AD requires repetitive inspections for cracking of the skin assembly and bear strap of the forward airstair stowage doorway; post-repair and post-modification inspections for certain airplanes; and related investigative and corrective actions, if necessary. This AD also provides optional terminating actions for certain inspections. We are issuing this AD to detect and correct fatigue cracking, which could result in rapid loss of cabin pressure.
2014-25-04: We are superseding an airworthiness directive (AD) 2013-11-08 for Pilatus Aircraft Limited Models PC-6, PC-6-H1, PC-6-H2, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC- 6/B1-H2, PC-6/B2-H2, PC-6/B2-H4, PC-6/C-H2, and PC-6/C1-H2 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 a need to incorporate new revisions into the aircraft maintenance manual or in the limitations document of the FAA-approved maintenance program. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-18-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: During maintenance at the vendor's facility, some HSTAs [horizontal stabilizer trim actuators] were assembled with the incorrect load bearing balls. The material of these discrepant balls has lower wear characteristics and as such, has a shorter expected life. If not corrected, this condition can result in the HSTA jam leading to difficulties in controlling the aircraft. * * * * * The unsafe condition is possible loss of controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2014-25-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by issuance of revised certification maintenance requirements for the horizontal stabilizer trim actuator (HSTA). This AD requires revising the maintenance or inspection program. We are issuing this AD to detect and correct premature wear and cracking of the HSTAs, which could result in reduced structural integrity and reduced control of the airplane due to the failure of system components.
95-10-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111, -211, and -212 series airplanes, that requires modification of the junction box and connector backshells of a certain electrical harness assembly. This amendment is prompted by a report indicating that traces of fungus and corrosion have been found on the electrical harness junction box of the thrust reverser. The actions specified by this AD are intended to prevent such corrosion, which could result in multiple faults in the thrust reverser position indication, and subsequent uncontrolled reduction of engine power.
2000-06-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that currently requires repetitive operational tests of the override mechanism of the trimmable horizontal stabilizer (THS) to determine if the system functions correctly; and corrective action, if necessary. This amendment requires replacement of existing flight control primary computers (FCPC) with improved FCPC's, which would terminate the repetitive operational tests. 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 uncommanded movement of the THS, which could result in reduced controllability of the airplane.
2022-19-07: The FAA is adopting a new airworthiness directive (AD) for all Piaggio Aviation S.p.A. (Piaggio) Model P-180 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as accumulation of water and subsequent freezing in the pitot-tube, which results in pitot-tube blockage. This AD requires modifying the total air temperature (TAT) probe heater electrical circuit and revising your existing airplane flight manual (AFM). The FAA is issuing this AD to address the unsafe condition on these products.
2010-17-19: The FAA is superseding an existing airworthiness directive (AD) that applies to all Model 737-600, -700, -700C, -800, -900, and - 900ER series airplanes. The existing AD currently requires, for certain airplanes, a one-time detailed inspection of the inboard and outboard aft attach lugs of the left and right elevator tab control mechanisms for discrepancies, and replacement of any discrepant elevator tab control mechanism. For certain other airplanes, the existing AD requires that the inspections be done repetitively. Replacing the elevator tab control mechanism with a new Boeing-built mechanism terminates the repetitive inspections in the existing AD. This new AD requires that modified repetitive inspections be done on all airplanes, regardless of accomplishment of the terminating action specified in the existing AD. This AD results from reports of failure of the aft attach lugs on the elevator tab control mechanisms, which resulted in severe elevator vibration. This AD alsoresults from reports of gaps in elevator tab control mechanisms and analysis that additional elevator tab control mechanisms might have bearings that will come loose. We are issuing this AD to detect and correct discrepancies in the aft attach lugs of the elevator tab control mechanism, which could result in elevator and tab vibration. Consequent structural failure of the elevator or horizontal stabilizer could result in loss of structural integrity and aircraft control. \n\n\nDATES: This AD becomes effective September 9, 2010. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of September 9, 2010. \n\tOn April 29, 2010 (75 FR 21499, April 26, 2010), the Director of the Federal Register approved the incorporation by reference of a certain other publication listed in the AD. \n\tWe must receive any comments on this AD by October 12, 2010.
2000-05-22: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International CFM56-2, -2A, -2B, -3, -3B, and -3C series turbofan engines. This amendment requires a one-time eddy current inspection (ECI) for cracks in the bolt holes of high pressure turbine (HPT) front rotating air seals. This amendment is prompted by reports of machining anomalies in a bolt hole that led to an HPT front rotating air seal failure. The actions specified by this AD are intended to detect cracks in the bolt holes of HPT front rotating air seals, which can lead to an uncontained engine failure and damage to the aircraft.