Results
2001-26-55: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-26-55, which was sent previously to all known U.S. owners and operators of Eurocopter France (ECF) Model AS350B, AS350B1, AS350B2, AS350BA, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters by individual letters. This AD requires, before further flight and thereafter at specified intervals, visually checking the tail rotor blade (blade) skin for a crack and replacing any cracked blade before further flight. This AD is prompted by the discovery of cracks in the skin of a blade. The actions specified by this AD are intended to prevent failure of the blade, which could result in severe vibration, loss of the tail rotor gearbox (TGB), and subsequent loss of control of the helicopter.
2017-21-09: We are adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 170 airplanes and Model ERJ 190-100 STD, -100 LR, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by an evaluation by the design approval holder indicating that the forward pressure bulkhead is subject to widespread fatigue damage. This AD requires repetitive detailed inspections of the web aft face of the forward pressure bulkhead for any cracking and discrepancy, and repair if necessary. This AD also requires modification of the forward pressure bulkhead, which would terminate the inspections. We are issuing this AD to address the unsafe condition on these products.
52-12-03: 52-12-03 LOCKHEED: Applies to Models 49-46, 149-46, 649-79, 649A-79, 749-79, 749A-79, C-121A, and VC-121B Aircraft. Compliance required as indicated. Inspect the following by August 1, 1952: 1. Bulkhead ring at Station 527.6 for cracks in channel bend radius P/N 283984-2 and -3 for Models 49 and 149, and P/N 285772-2 and -3 for all other models, as well as bracket P/N 252886 for all models. 2. Inspect for and replace any missing or broken screws through the outer flange of the bulkhead 527 visible under fillet. If no cracks are found on first inspection, reinspect at 2,000-hour intervals until total airplane time reaches 8,000 hours. After 8,000 hours, reinspect at approximately 600-hour intervals. If cracks are found, operation may continue prior to repair provided cracks are marked and reinspected at approximately 200-hour intervals and, further, provided: (1) Total length of all cracks on one side of airplane does not exceed sum of 2 1/2 inches not counting cracks, if any, in bracket 252886; (2) Cracks in bracket 252886 left or right do not exceed sum of 2 inches. If cracks exceed either 2 1/2 inches in the channel or 2 inches in bracket, repair by either the interim fix method or final fix. The interim fix may be accomplished by bolting steel blocks tightly to each side of bulkhead ring webs in the vicinity of the cracks, with additional bolts through the steel flange of the ring and tapped into the steel blocks. (Lockheed Service Bulletin No. 49/SB-714 covers this repair.) The final fix consists primarily of replacing the aluminum alloy bracket, P/N 252886, with a heat-treated alloy steel bracket of approximately the same dimensions except for gage, and adding 0.078 inch heat-treated alloy steel doublers to the cracked channels, all parts securely bolted together. (Lockheed Service Bulletin No. 49/SB-715 describes this reinforcement.) If the interim fix as described by Lockheed Service Bulletin No. 49/SB-714, or equivalent, has been complied with, the inspection period may be increased to approximately 400-hour intervals until the final fix is applied. If the final fix, as described in Service Bulletin No. 49/SB- 715, or equivalent, is complied with, no further inspections are necessary. The term "approximately" is used in connection with the inspection periods to provide flexibility so that these periods may be integrated with operators' regular inspection periods, nearest to the periods specified herein.
2002-02-09: This amendment adopts a new airworthiness directive (AD), that is applicable to GE CF6-45 and CF6-50 series turbofan engines. This AD requires a reduction of the cyclic life limit for certain low pressure turbine rotor (LPTR) stage 2 disks, and requires removing certain LPTR stage 2 disks from service before exceeding the new, lower cyclic life limit. In addition, this amendment requires removing from service certain LPTR stage 2 disks that currently exceed, or will exceed, the new, lower cyclic life limit according to the compliance schedule described in this action. This amendment is prompted by a report of a cracked LPTR stage 2 disk found initially by flourescent penetrant inspection and later confirmed by a visual inspection. The actions specified by this AD are intended to prevent an uncontained engine failure and damage to the airplane, resulting from cracks in the LPTR stage 2 disk.
2025-11-10: The FAA is adopting a new airworthiness directive (AD) for Cameron Balloons Ltd. (Cameron) fuel cylinders fitted with certain pressure relief valve (PRV) adaptors on hot air balloons. This AD was prompted by the discovery of cracks on the upper hex portion of PRV adaptors. This AD requires repetitively visually checking the PRV adaptor for cracks and removing any fuel cylinder with a cracked PRV adaptor from service. The FAA is issuing this AD to address the unsafe condition on these products.
88-05-03: 88-05-03 BRITISH AEROSPACE: Amendment 39-5859. Applies to Model HS 748 series airplanes, certificated in any category. Compliance required within 60 days after the effective date of this AD, unless already accomplished. To prevent reduced controllability of the airplane caused by interference between the spring strut rudder lock control and the lower rudder hinge box, accomplish the following: A. Inspect the spring strut rudder lock control and reorient, if necessary, in accordance with British Aerospace HS-748 Service Bulletin 27/109, dated October 29, 1985. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, FAA, Northwest Mountain Region. C. Airplanes may be flown to a maintenance base for repairs or replacements in accordance with FAR 21.197 and 21.199. All persons affected by this airworthiness directive who have not already received copies of the appropriate service bulletin from the manufacturer may obtain copies upon request to British Aerospace PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way, Seattle, Washington. This amendment becomes effective April 6, 1988.
2023-03-14: The FAA is adopting a new airworthiness directive (AD) for all Schempp-Hirth Flugzeugbau GmbH Model Duo Discus and Duo Discus T gliders. This AD was prompted by 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 the airbrake becoming blocked or jammed in an extended position during high airspeed due to an incorrect adjustment on the airbrake system. This AD requires repetitively inspecting the airbrake system and taking corrective action as necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2002-02-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Eagle Aircraft Pty. Ltd. (Eagle) Model 150B airplanes. This AD requires you to modify the attachment of the port and starboard throttle arms, and the starboard bushing of the throttle torque tube. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. The actions specified by this AD are intended to prevent failure of the throttle control assembly caused by rivets of the wrong size. Such failure could lead to reduced control of the airplane.
85-01-51: 85-01-51 EMBRAER: Amendment 39-5004. Applies to Models EMB-110P1 and EMB-110P2 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 18 hours time-in-service after the effective date of this AD unless either previously accomplished within the past 50 hours time-in-service or modified per paragraphs d) and e) of AD 83-14-09. To preclude possible structural failure of the empennage assembly, accomplish the following: (1) Remove elevator preload springs from cross brace in empennage. (2) Remove the cross brace in the empennage that contains the elevator preload springs (rivets will have to be drilled out). (3) Gain access to the affected area through the inspection panel forward of bulkhead 33, releasing the elevator and rudder control cables if necessary for good access. (4) Position a person in the empennage and inspect for loose, cocked or sheared rivets and signs of fretting in the areas indicated on Figure 2, Page 17 of EMBRAER Service Bulletin No. 110-53-019, Change 2, dated April 13, 1984, using mirror, light, and .010-inch feeler gauge. Attempt to insert feeler gauge between machined "U" channel and reinforcement ribs to determine if gap exists. (5) The person stationed in the empennage should place his finger up against the machined "U" channel resting on reinforcement ribs left and right sides (P/N 4A-1419-07 L/H, P/N 4A-1419-08, P/N 4A-1419-05 L/H, and P/N 4A-1419-06) (see above service bulletin) while the horizontal stabilizer is deflected as indicated in (6) below. (6) Position a person at a horizontal stabilizer tip and attempt to deflect the stabilizer tip "up and down approximately 3 inches, but no more than 3 inches. The person stationed inside the tail should try to detect any relative movement between structural members. Any movement requires removing all rivets attaching machined "U" channel and replacing them as specified in AD 83-14-09. (7) Prior to further flight, correct any discrepancies found, reassemble and inspect assembly per AD 83-14-09. (8) Report completion of inspection and any unsatisfactory conditions within 24 hours to the FAA, Airframe Branch, Atlanta Aircraft Certification Office; Telephone (404) 763-7407. Include in such reports the type and location of discrepancies, specifically identifying the discrepancy, location, material or component. (9) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (10) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337; Telephone (404) 763-7428. This amendment becomes effective on February 26, 1985, to all persons except"those to whom it has already been made effective by telegram from the FAA dated January 10, 1985, and is identified as AD T85-01-51.
2017-20-14: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by a determination that supplemental inspections are required for timely detection of fatigue cracking for certain structural significant items (SSIs). This AD requires revising the maintenance or inspection program, as applicable, to add supplemental inspections. This AD also requires inspections to detect cracks in each SSI, and repair of any cracked structure. We are issuing this AD to address the unsafe condition on these products.