Results
2013-13-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, -400D, and -400F series airplanes. This AD was prompted by reports of two in-service occurrences on Model 737-400 airplanes of total loss of boost pump pressure of the fuel feed system, followed by loss of fuel system suction feed capability on one engine, and in-flight shutdown of the engine. This AD requires repetitive operational tests of the engine fuel suction feed of the fuel system, and other related testing and corrective actions if necessary. We are issuing this AD to detect and correct loss of the engine fuel suction feed capability of the fuel system, which, in the event of total loss of the fuel boost pumps, could result in multi- engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
2003-11-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Mystere-Falcon 900 and Falcon 900EX series airplanes, that requires replacement of certain self- adhering soundproofing mats under the passenger consoles in the cabin, which are not sufficiently fire-retardant, with mats that are not self- adhering and are sufficiently fire-retardant. This action is necessary to prevent an uncontrolled fire in the cabin due to self-adhering soundproofing mats under the passenger consoles in the cabin, which are not sufficiently fire-retardant. This action is intended to address the identified unsafe condition.
2013-09-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of chafing found on the main landing gear (MLG) yoke. The chafing was attributed to contact between the nacelle fire detection wires and the MLG yoke. This AD requires inspections of the nacelle fire detection wires and the MLG yoke for damage; replacing nacelle fire detection wires, if necessary; repairing the MLG yoke, if necessary; and installing brackets and associated hardware to secure the fire detection wires. We are issuing this AD to prevent chafing between the nacelle fire detection wires and the MLG yoke. Chafing could lead to cracking and subsequent failure of the MLG yoke, which could adversely affect the safe landing of the airplane. In addition, chafing of the nacelle fire detection wires could cause them to fail and prevent the detection of a fire in the nacelle assembly. [[Page 38824]]
57-08-07: 57-08-07 WRIGHT: Applies to All TC18DA and TC18EA Series Engines. Compliance required at overhauls accomplished after May 1, 1957. To improve the durability of the impeller drive gear assemblies of the subject engines, impeller drive secondary pinion bushings P/N's 170217, 170148, 145213 and 171190 are not eligible for use in engines overhauled after May 1, 1957. This supersedes AD 57-01-03.
2000-08-22: This amendment adopts a new airworthiness directive (AD) applicable to MD Helicopters Inc. (MDHI) Model 369D, 369E, 500N, and 600N helicopters with certain analog/digital turbine outlet temperature (TOT) indicators installed. This action requires repetitive calibration testing of the TOT indicating system and corrective actions if necessary. This amendment is prompted by seven reports of erroneous TOT readings and two reports of incorrect wiring harness terminal lugs on the thermocouple wiring. The actions specified in this AD are intended to prevent an erroneous TOT indication, damage to critical engine components, loss of engine power, and a subsequent forced landing.
2013-12-04: We are adopting a new airworthiness directive (AD) for Eurocopter France Model EC 155B, EC155B1, SA-366G1, SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters, which requires modifying the fuel tank draining system. This AD is prompted by a closed fuel tank drain that, in the event of a fuel leak, could result in fuel accumulating in an area containing electrical equipment. The actions are intended to prevent accumulation of fuel in an area with electrical equipment or another ignition source, which may lead to a fire.
2013-06-51: We are publishing a new airworthiness directive (AD) for various model helicopters with certain part-numbered and serial- numbered Goodrich externally-mounted hoists installed. This AD requires performing a cable conditioning lift and a load inspection test, deactivating or replacing any hoist that fails the load inspection test, and recording the results of the load inspection test. This AD is prompted by a report of a failure of the overload clutch resulting in an in-flight failure of a hoist containing a dummy load during a maintenance flight. These actions are intended to detect conditions that may result in failure of the hoist and injury to persons being lifted.
65-28-01: 65-28-01 BRANTLY: Amdt. 39-168 Part 39 Federal Register December 14, 1965. Applies to Model B-2 Series Helicopters, Serial Number 454 and Below, Equipped with Tail Rotor Blades Assembly, P/N B2-111-11. Compliance required as indicated, unless already accomplished. To prevent further failures of the tail rotor blade grip at the outboard thrust bearing shoulder, accomplish the following: (a) For helicopters with tail rotor blades assembly, P/N B2-111-11, with less than 100 hours' time in service on the effective date of this AD, comply with (c) through (g) before the accumulation of 125 hours' time in service. (b) For helicopters with tail rotor blades assembly, P/N B2-111-11, with 100 or more hours' time in service on the effective date of this AD, comply with (c) through (g) within the next 25 hours' time in service. (c) Remove and disassemble tail rotor blades assembly, P/N B2-111-11, from hub and thrust bearings in accordance with Brantly Model B2B Maintenance Manual. (d) Using letter sealing wax or any other hard-setting, low-temperature-melting (250 degrees F. or less) material, make an impression of the thrust bearing shoulder relief radius in the grip at Blade Station 3.06, and inspect for a radius less than 0.020 inch. (e) Using at least a two-power magnifying glass, inspect for sharp corner circumferential tool marks deeper than 0.010 inch. (f) Remove from service any tail rotor blade with tool marks deeper than 0.010 inch or relief radius less than 0.020 inch before further flight. (g) Reinstall any tail rotor blade with tool marks not deeper than 0.010 inch or relief radius not less than 0.020 inch in accordance with Brantly Model B2B Maintenance Manual. This directive effective December 14, 1965
2025-06-10: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by possible horizontal stabilizer pivot pin lockring, outer pivot pin, and outboard spacer misalignment at final assembly. This AD requires inspection of the left-side and right-side horizontal stabilizer pivot pin assemblies for misalignment and incorrect gapping, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
96-13-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Jetstream Model 4101 airplanes. This action requires a review of maintenance records to determine the time-in-service (TIS) of the bearings in the starter/generators of both engines. This action also establishes a new TIS limit for the bearings, and requires replacement of the starter/generator unit with a serviceable unit, if necessary. This amendment is prompted by reports of controlled in-flight engine shutdowns resulting from failure of the bearings in the starter/generator unit. The actions specified in this AD are intended to prevent such failure of the bearings of the starter/generator, which could cause severe vibrations and resultant in-flight shutdown of one or both engines.
2013-13-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747SP series airplanes, and certain The Boeing Company Model 747-100B SUD and 747-300 series airplanes. This AD was prompted by an evaluation by the design approval holder indicating that the fuselage skin just above certain lap splice locations is subject to widespread fatigue damage. This AD requires repetitive inspections for cracking of the fuselage skin above certain lap splice locations, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin, which could result in reduced structural integrity of the airplane and sudden loss of cabin pressure.
2000-08-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 and 727C series airplanes, that requires one-time inspections of the exterior body skin located at the forward corners of the mid-galley door hinge cutouts to detect cracking, and corrective actions, if necessary. This AD also requires modification of the body skin of the mid-galley door hinge cutouts. This amendment is prompted by a report indicating that, during fatigue testing on a Boeing Model 727 series airplane, a crack was found in the body skin at the lower forward corners of the mid-galley door hinge cutouts due to cabin pressurization cycles. The actions specified by this AD are intended to prevent such fatigue cracking of the body skin, which could result in reduced structural integrity of the fuselage and consequent loss of cabin pressurization.
2000-08-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Learjet Model 45 airplanes. This action requires revising the Airplane Flight Manual to provide the flight crew with certain instructions associated with an exterior preflight inspection and ground operations. This amendment is prompted by a report indicating the occurrence of an uncommanded brake application condition that was not annunciated in the cockpit. The actions specified in this AD are intended to provide the flight crew with procedures to detect an uncommanded brake application condition during taxi and takeoff. Such a condition could result in a possible wheel/brake fire and/or a high-speed rejected takeoff.
2018-06-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300 and -500 series airplanes. This AD was prompted by a report indicating that fatigue cracks were found in the lower wing skin of an airplane with winglets installed. This AD requires repetitive inspections for cracking of the lower wing skin, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2013-11-11: We are superseding AD 2000-04-01 that applies to certain Cessna Aircraft Company (Cessna) Models 172R, 172S, 182S, 182T, T182T, 206H, and T206H airplanes. AD 2000-04-01 currently requires an inspection of the engine oil pressure switch and, if applicable, replacement of the engine oil pressure switch. This AD increases the applicability of the AD, places a life-limit of 3,000 hours time-in- service on the engine oil pressure switch, and requires replacement when the engine oil pressure switch reaches its life limit. This AD was prompted by new reports of internal failure of the engine oil pressure switch, which could result in complete loss of engine oil with consequent partial or complete loss of engine power or fire. We are issuing this AD to correct the unsafe condition on these products.
96-09-04: This amendment supersedes Airworthiness Directive (AD) 90-12-08, which currently requires the following on de Havilland Model DHC-3 airplanes: repetitively inspecting (using dye penetrant methods) the tailplane main rib forward flanges and the main rib forward lower flanges at the tailplane front attachment fitting for cracks and repairing any cracked flange. This AD action will retain the repetitive inspections currently required by AD 90-12-08, and will allow a certain modification as terminating action for these repetitive inspections. This action is prompted by the Federal Aviation Administration's determination that installing new angles and plates on the tailplane root ribs on de Havilland Model DHC-3 airplanes provides an equivalent level of safety to the repetitive inspections required by AD 90-12-08. The actions specified by this AD are intended to prevent failure of the tailplane structure caused by cracked tailplane main rib forward flanges or main rib forwardlower flanges at the tailplane front attachment fitting, which, if not detected and corrected, could result in loss of control of the airplane.
2003-10-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and -400F series airplanes, that requires initial and, for certain airplanes, repetitive inspections of the rivets in the forward, top, and side panels of the nose wheel well (NWW) for discrepancies; and follow-on inspections and corrective action, if necessary. This amendment also provides eventual terminating action for the repetitive inspections. The actions specified by this AD are intended to find and fix discrepancies of the rivets in the NWW panels, which could result in failure of the rivets and consequent reduced structural integrity of the panels and rapid depressurization of the airplane. This action is intended to address the identified unsafe condition.
2013-12-07: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 407 helicopters with certain tailboom assemblies installed. This AD requires, at specified intervals, inspecting the tailboom assembly for a crack, loose rivet, or other damage. This AD was prompted by a stress analysis of the tailboom skin that revealed that high-stress-concentration areas are susceptible to skin cracking. This condition, if not detected, could result in a crack in the tailboom assembly, failure of the tailboom, and subsequent loss of control of the helicopter.
69-18-04: 69-18-04 ALLISON: Amdt. 39-860. Applies to Allison Models 250-C10 and 250-C18 Series Engines having Gearbox Serial Numbers CAG 20183; CAG 20185; CAG 20193 through CAG 20265; CAG 20508; CAG 21001 through CAG 21395; CAG 21600 through CAG 21706; CAG 21800 through CAG 21803 installed, except those engines modified in accordance with Allison Commercial Engine Bulletin 250 CEB-90, dated August 21, 1969, or later FAA approved revision, or having P/N 6852085 nitrided helical torquemeter shaftgears. COMPLIANCE: Amendment 39-833 effective September 10, 1969. To prevent torquemeter shaftgear failure, accomplish the following: A) Adjust the N1 speed at ground idle so that N2 speed does not exceed 71% RPM. Allison Commercial Service Letter No. 250 CSL-34, dated August 4, 1969, or later FAA approved revision relates to this subject. B) Avoid continuous operation at any flight or ground condition, other than during ground idle or practice autorotation, at engine power turbine speeds (N2) below 98% or above 102% RPM. Allison Commercial Service Letter No. 250 CSL-34, dated August 4, 1969, or later FAA approved revision relates to this subject. *See footnotes. This amendment becomes effective October 18, 1969. *As a result of these operating restrictions, the Rotorcraft Flight Manual and certain powerplant instrument markings for the Bell Model 206A and Hughes Model 369 Series Helicopters in which the affected engines are installed may require revision or modification. The necessary information for such changes is available from the manufacturers of these helicopters. Revision No. 1 dated September 24, 1969, to Allison Commercial Service Letter 250 CSL-34 and Allison Commercial Engine Bulletin 250 CEB-90 is a later FAA approved revision which relates to the subject matter of this airworthiness directive.
2000-08-05: This amendment supersedes an existing airworthiness directive (AD), applicable to Agusta Model A109C and A109K2 helicopters, that currently requires removing the main rotor pitch control link assemblies, measuring the radial play of each upper and lower spherical rod-end bearing (bearing), and replacing any unairworthy bearing. This amendment requires replacing the pitch control link assembly with an assembly that has increased durability and wear resistance. This amendment is prompted by reports of increased helicopter vibration caused by wear of bearings on certain pitch control link assemblies. The actions specified by this AD are intended to eliminate the need for recurring bearing inspections and to prevent failure of a bearing, increased helicopter vibration, and subsequent reduced controllability of the helicopter.
75-22-20: 75-22-20 SIAI-MARCHETTI: Amendment 39-2392. Applies to Models S.205-18/R, - 20/R, and -22/R, S/N's 001 thru 003, 101 thru 399, 4-101 thru 4-282, 4-285, 4-292, 5-302, 5-303 and 5-406; and Model S.208, S/N's 001 thru 003, 1-03 thru 1-15, 2-16 thru 2-27, 2-47 thru 2-50, 4-51, 4-60, 4-61, 4-62, 369, 3-100, 4-231, 4-233, 4-256, 4-257, and 4-258 airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the landing gear, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, inspect the landing gear actuator attaching fork, P/N 205-6-214-15, for cracks, failure, and fork fin distance in accordance with Instructions, paragraph A., of SIAI Marchetti Service Bulletin, S.B. No. 205B40, dated April 7, 1975, or an FAA-approved equivalent. (b) If the inspection required by paragraph (a) of this AD reveals cracks or failure of the attaching fork, orif the fork fin distance is less than the minimum specified in the service bulletin, Instructions, paragraph a.8., before further flight, replace the landing gear actuator attaching fork, P/N 205-6-214-15, with one of new design, P/N 205-6-214-07, in accordance with Instructions, paragraph b. of SIAI Marchetti S.B. No. 205B40, or an FAA-approved equivalent. (c) If the inspection required by paragraph (a) of this AD reveals no cracks or failures and the fork fin distance is within allowable limits, either - (1) Reinstall the landing gear actuator fork, P/N 205-6-214-15, in accordance with Instructions, paragraph c. of SIAI Marchetti S.B. No. 205B40, or an FAA- approved equivalent; or (2) Install a new landing gear actuator attaching fork, P/N 205-6-214-07, in accordance with Instructions, paragraph b. of SIAI Marchetti S.B. No. 205B40, or an FAA- approved equivalent. This amendment becomes effective October 30, 1975.
2025-06-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a design review that found insufficient clearance between fire extinguishing system (FIREX) lines and certain fasteners in the center mid-fuselage area. This AD requires an inspection for positioning and sufficient clearance of certain fasteners in certain fuselage and keel beam areas, an inspection for damage of the fire extinguishing lines, and applicable corrective actions, 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.
2013-11-08: We are superseding an existing airworthiness directive (AD) for Pilatus Aircraft Ltd. 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 failure to inspect and maintain stabilizer-trim attachment components and the flap actuator could result in loss of control. We are issuing this proposed AD to require actions to address the unsafe condition on these products.
76-14-04: 76-14-04 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2668. Applies to Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated. To prevent in-flight losses of the main landing gear fixed and hinged strut doors, the requirements of paragraphs (a) and (b) must be accomplished until the modification of paragraph (c) is performed. (a) Within the next 300 hours' time in service after the effective date of this AD, unless the modification of paragraph (c) is already accomplished, accomplish the following: (1) Modify the existing landing gear maximum extend speed placard in the airplane flight station to reduce the approved landing gear maximum extend speed (VLE) from 300 KIAS/0.85M to 250 KIAS/0.73M. (2) Amend the Limitations Section of the Lockheed L-1011 FAA Approved Airplane Flight Manual, LR 25925, as follows: "Landing Gear Operating Speed, VLO: Extension, 250 KIAS/O.73M Landing Gear Extended Speeds, VLE: 250 KIAS/0.73M The Landing Gear Operating Speed, VLO, and Landing Gear Extended Speed, VLE is 300 KIAS/O.85M when FAA-approved Lockheed Service Bulletins 093-52-010, 093-52-050, 093-52- 051, 093-52-074, and 093-52-078 are accomplished, as applicable." (3) Amend the Limitations Section of Appendix 7 of the Lockheed L-1011 FAA Approved Airplane Flight Manual, LR 25925, to add the following limitations: "Flights with landing gear extended in accordance with this Appendix are prohibited unless paragraphs (i) or (ii) or (iii), below, are accomplished: (i) FAA-approved Lockheed Service Bulletins, 093-52-010, 093-52- 050, 093-52-051, 093-52-074 and 093-52-078 are accomplished, as applicable. (ii) VMO is reduced to 250 KIAS, and an FAA-approved airspeed/Mach indicator with a maximum speed pointer set at 250 KIAS is installed, and the FAA- approved aural overspeed warning is reset for 250 KIAS. (iii) All main landing gear fixed and hinged strut doors are removed prior to flight." (b) Within the next 800 hours' time in service after the effective date of this AD, and at 800 hours' time in service intervals thereafter, perform visual integrity inspections of the main landing gear fixed and hinged strut doors in accordance with instructions of the L-1011 Maintenance Manual, Sections 32-12-02 and 32-12-03 dated June 23, 1976 or later FAA- approved revisions, and accomplish repairs and replacements as necessary. (c) Within the next 9000 hours' time in service after the effective date of this AD, unless already accomplished, modify the main landing gear fixed and hinged strut doors by incorporation of the following FA-approved Lockheed-California Company Service Bulletins, as applicable, or later FAA-approved revisions or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA, Western Region. Service Bulletin Date 093-52-010 June 12, 1972 093-52-050 May 27, 1975 093-52-051 December 7, 1973 093-52-074October 7, 1975 093-52-078 June 16, 1975 (d) The requirements of paragraphs (a) and (b) may be removed after the modification of paragraph (c) has been accomplished. Equivalent modifications and replacements may be approved by the Chief, Aircraft Engineering Division, FAA, Western Region. Airplanes may be flown to a base for the accomplishment of the modifications required by this AD, per FAR's 21.197 and 21.199, provided the requirements of paragraph (a) are observed. This amendment becomes effective July 14, 1976.
90-20-22: 90-20-22 BOEING: Amendment 39-6728. Docket No. 90-NM-44-AD. \n\n\tApplicability: Model 737 series airplanes, as listed in Alert Service Bulletin 737- 57A1197, dated December 21, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fuel vapor leaks into the inboard fixed leading edge landing light cavities, resulting in fuel vapor ignition, accomplish the following: \n\n\tA.\tWithin the next 180 days after the effective date of this AD, inspect the wings' inboard leading edge landing and runway turn-off/taxi light cavities for improper fuel vapor barrier sealing, in accordance with Boeing Alert Service Bulletin 737-57A1197, dated December 21, 1989. If the sealing is found to be improperly applied, rework the vapor barrier sealing prior to further flight, in accordance with the service bulletin. \n\n\tB.\tWithin 10 days after the inspection required by paragraph A. of this AD, if configuration discrepancies are discovered, submit a report of findings to the Manager, Seattle Manufacturing District Office, FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. \n\n\tC.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing CommercialAirplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. \n\n\tThis amendment (39-6728, AD 90-20-22) becomes effective on October 23, 1990.