Results
2000-03-17: This amendment supersedes Airworthiness Directive (AD) 97-23-01, which currently requires the following on Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes that are equipped with a certain Simmonds-Precision pitch trim actuator or a certain Barber-Colman pitch trim actuator: repetitively measuring the freeplay of the pitch trim actuator and repetitively inspecting the actuator for rod slippage; immediately replacing any actuator if certain freeplay limitations are exceeded or rod slippage is evident; and eventually replacing the actuator regardless of the inspection results. This AD retains the actions of AD 97-23-01, and adds these requirements on airplanes with different design pitch trim actuators installed. This AD is the result of the manufacturer developing different design pitch trim actuators and the Federal Aviation Administration (FAA) determining that these actuators should be subject to the actions of AD 97-23-01. The actions specified by this AD are intended to detect excessive freeplay or rod slippage in the pitch trim actuator, which, if not detected and corrected, could result in pitch trim actuator failure and possible loss of control of the airplane.
2000-03-10: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model MD-11 series airplanes, that currently requires a one-time inspection to detect discrepancies at certain areas around the entry light connector of the sliding ceiling panel above the forward passenger doors, and repair, if necessary. For certain airplanes, this amendment requires the installation or modification of a flapper door ramp deflector on the forward entry drop ceiling structure. For certain other airplanes, this amendment requires inspection of the wire assembly support installation for evidence of chafing, and corrective actions, if necessary. This amendment is prompted by a report indicating that damaged electrical wires were found above the forward passenger doors due to flapper panels moving inboard and chafing the electrical wire assemblies of this area. The actions specified by this AD are intended to prevent such chafing, which could result in anelectrical fire in the passenger compartment.
46-36-01: 46-36-01 CONTINENTAL: (Was Mandatory Note 8 of AD-675-2: 11 of AD-728-1; 2 of AD-751-1; 1 of AD-761-2; 6 of AD-718-6; 9 of AD-737-1; 1 of AD-759-3; 11 of AD-729-1; 8 of AD-720-1; 2 of AD-611-1; 9 of AD-725-1; 11 of AD-691-1; 9 of AD-703-1; 5 of AD-740-1; 9 of AD-725-1; 10 of AD-694-4; 6 of AD-709-1; 8 of AD-730-2; 8 of AD-746-1; and 11 of AD-696-3.) Applies to Aeronca 65-CA; 65-TC, 65-TAC, YO-58; O-58A, O-58B, SO-58B; 11AC; Air Products (Erco) 415-C, 415-CD; CallAir S-1A; Champion 7AC, S7AC; Commonwealth (Rearwin) 175, 180, 185; Northwestern (Porterfield) CP-65, CS-65; 75C; Piper AE-1, HE-1; J3C-65, J3C-65S; J4, J4A, J4A-S; J4E; J5A, J5A-80, J5C; Silvaire (Luscombe) 8, 8A, 8B, 8C, 8D, 8E; Stinson HW-75, 10; Superior (Culver) LCA; Taylorcraft DC-65, DCO-65; Universal (Taylorcraft) BC, BCS, BC-65, BCS-65, BC12-65, BCS12-65, BC12-D, BC12-D1, BCS12-D1 Airplanes Having Continental A-65 Series Engines With Serial Numbers From 3456658 to 4109568, Inclusive; or Continental A-65, A-75, or A-80 Series Engines Which Have Had A-21422 Piston Pins or New 3-Ring Pistons Installed Since September 25, 1945. Compliance required immediately if possible, but in any event not later than 50 hours of engine operation after August 27, 1946. A certain percentage of piston pins installed in engines of the above numbers and distributed as replacement parts are subject to failure without warning. The weakness of these pins cannot be detected by normal inspection methods. Piston pin breakage can result in complete engine failure. It is the owner's responsibility to avoid this risk by making the changes outlined in (a) and (b) at the earliest possible time. (a) Replace piston pin P/N A-21422 (0.626 inch inside diameter) with thick wall piston pin No. A-25127 (0.5945 inch inside diameter). The engine manufacturer has given assurance that every possible effort will be made to supply the required quantity of replacement piston pins. (b) Simultaneously with (a), all pistons should be examined for skirt cracks and the necessity for rework of the bottom rib. This rework involves reducing the height of the rib until it is at least 1/16-inch wide and rounding all sharp corners. (c) As an acceptable alternate to (a) and (b), cam ground pistons, P/N 40731, which necessitate using piston pins of greater outside diameter, may be installed. This change will likewise remove the possibility of piston pin failure and piston skirt cracking. (Continental Motors Service Bulletin M46-6 covers this same subject.)
50-01-01: 50-01-01 MOONEY: Applies to All Model M-18L Aircraft. Compliance required as soon as possible but not later than next 25 hours operating time and at each 25-hour period thereafter until reinforcement of engine mount lugs is accomplished. Inspect the four engine mount lugs for cracks. If cracks are evident, reweld the lugs to mate with the mount holes on the engine and weld an X-4130 0.058-inch strap 1/2 x 3-inches to the lug and the side tube member. Further inspections are not necessary after the above reinforcement of the lugs is made. (Mooney Service Bulletin No. 4 covers this same subject.)
2006-11-02: The FAA is adopting a new airworthiness directive (AD) for all Viking Air Limited Model DHC-7 airplanes. This AD requires implementing a corrosion prevention and control program (CPCP) either by accomplishing specific tasks or by revising the maintenance inspection program to include a CPCP. This AD results from a determination that, as airplanes age, they are more likely to exhibit indications of corrosion. We are issuing this AD to prevent structural failure of the airplane due to corrosion.
2000-03-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires replacement of the air driven generator (ADG) wire assembly with a new, increased length wire assembly. This amendment is prompted by a report of loose terminal attachment hardware on the ADG power monitor relay due to a stress condition on the terminal attachment points. The actions specified by this AD are intended to prevent loss of the charging capability of the aircraft battery. Loss of the charging capability of the aircraft battery, coupled with a loss of all normal electrical power, could prevent continued safe flight and landing of the airplane.
2000-03-19: This document adopts a new airworthiness directive (AD) that applies to all Industrie Aeronautiche e Meccaniche (I.A.M.) Model Piaggio P-180 airplanes that are equipped with pneumatic deicing boots. This AD requires you to revise the Airplane Flight Manual (AFM) to include requirements for activating the airframe pneumatic deicing boots. This AD is the result of reports of in-flight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to assure that flightcrews have the information necessary to activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. Without this information, flightcrews could experience reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
47-10-08: 47-10-08 LOCKHEED: (Was Mandatory Note 9 of AD-763-3.) Applies Only to Model 49 Serial Numbers 1975 to 1978, Inclusive; 1980; and 2021 to 2059, Inclusive. Compliance required prior to August 9, 1946. Rework the elevator booster shifter horn assembly by reducing the width of the teeth on 278488 gear. 0.120 inch should be removed from each end of all the teeth. (LAC Service Bulletin 049/SB-19 covers this same subject.)
46-38-02: 46-38-02 ERCO: (Was Mandatory Note 8 of AD-718-6.) Applies to 415-C, -CD and -D Aircraft Serial Numbers 113 to 2706 Except 2683, 2685, 2687, and 2691. Compliance required prior to November 1, 1946. (a) To provide additional bearing area and more positive locking action for the aileron control stop adjustment screw, add an AN 315-3R nut on the adjustment screw at the forward side of the stops and a star type AN 936-B10 lock washer (external teeth) between the jam nut and rear side of stops (Ercoupe P/N 415-52145). (b) Inspect the welds which attach the aileron control stops to the control column cross member carefully for cracks. Also determine that welds are complete around the ends of the stops. Repair if cracked welds or insufficient welds are found. (c) Inspect the adjustment of the two upper turnbuckles in the chain and cable system to be certain these turnbuckles do not touch the sprockets before the quadrant touches the stops. Readjust all three turnbuckles if necessary to insure freedom from this turnbuckle-sprocket interference. (Erco Service Department Bulletin No. 13 covers this same subject.)
2006-06-06: The FAA is adopting a new airworthiness directive (AD) to supersede AD 2005-07-01, which applies to all The Cessna Aircraft Company (Cessna) Models 208 and 208B airplanes. AD 2005-07-01 currently requires you to incorporate information into the applicable section of the Airplane Flight Manual (AFM). This AD is the result of several accidents/incidents with the affected airplanes during operations in icing conditions, FAA evaluation of Cessna flight test data, Cessna issuing AFM revisions, and FAA determining these revisions are necessary for safe operation. Consequently, this AD updates the actions of AD 2005-07-01 that require incorporation of text in the AFM and requires the insertion of new text in the AFM, and the fabrication and installation of placards. We are issuing this AD to assure that the pilot has enough information to prevent loss of control of the airplane while in-flight during icing conditions.
49-31-01: 49-31-01 BEECH: Applies to Models 35 and A35 Aircraft, Serial Numbers D-1 to D-1935, Inclusive, Equipped With Hand Emergency Fuel Pumps Which Have Not Been Modified to Incorporate the Double "O" Ring Shaft Seal, Beech P/N 35-924070. Compliance required not later than October 1, 1949, and each 100 hours of aircraft operation thereafter. To prevent possible hazardous loss of engine power resulting from introduction of air into the airplane's fuel system, inspect the hand emergency fuel pump installation for indications of a defective "O" ring shaft seal. A defective shaft seal may be indicated by fluctuating engine fuel pressure, fuel fumes in the cabin or evidence of fuel leaks around the hand pump's shaft. If a defective shaft seal exists, accomplish proper repair or replace the single "O" ring shaft seal with the double "O" ring shaft seal, Beech P/N 35-924070. After the double "O" ring shaft seals are installed, the 100-hour inspection is no longer required. (Beech Service Bulletin Model 35, No. 14, Model A35, No. 5 dated July 6, 1949, covers this same subject.)
2000-03-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 series airplanes, that requires repetitive fluorescent penetrant and magnetic particle inspections to detect fatigue cracking of the main landing gear (MLG) piston, and repair, if necessary. This amendment is prompted by reports of MLG failures during towing of in-service airplanes due to fatigue cracks. The actions specified by this AD are intended to detect and correct fatigue cracking of MLG pistons, which could result in failure of the pistons, and consequent damage to the airplane structure and injury to flight crew, passengers, or ground personnel.
46-23-03: 46-23-03 ERCO: (Was Mandatory Note 3 of AD-718-6.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 113 to 1306, Inclusive. To be accomplished immediately. Due to the possibility of a defective fitting on the upper end of the control column shaft (Erco P/N 415-52129) in the aileron control system, the system should be tested to a load of 94 pounds, applied at the periphery of the control wheel. The ailerons should be blocked for the test. Each control wheel should be tested. The neutral position of the wheel should be noted before the test and if undue slack exists in the system it should be tightened. After the test, again note the neutral position and, if the position has changed more than about 5 degrees, the control column (part number above) should be replaced. If, after the test, the neutral position is within about 5 degrees of the original position, the ailerons should be freed and the system operated with the nose wheel on and off the ground. If the systemoperated freely and a visual inspection indicates that the system is in good condition, no change is necessary. An appropriate logbook entry shall be made to indicate that the above has been complied with. (Erco Service Bulletin No. 7 covers this same subject.)
52-28-04: 52-28-04 BELL: Applies to Models 47B, 47B3, 47D and 47D1 Helicopters (Prior to Serial Number 477). Compliance required as soon as possible, but not later than January 10, 1953. Magnetically inspect tail rotor pinion shaft, P/N 30-613-361, for damage and for cracks originating the keyway or fillet area. Replace shaft immediately if worn, damaged, cracked or if it does not pass the magnetic inspection satisfactorily. If the shaft passes the above inspections satisfactorily, or if a new shaft is being installed, accomplish the following prior to assembly: Place shaft in a lathe which is equipped with a grinding attachment. Use a 1/8-inch grinding wheel to increase the width of the recess at each side of bearing boss and grind a 0.030 to 0.040 inch radius at bottom of recesses. Reworked diameters of the shaft at the recesses at each side of the bearing boss are acceptable down to 0.763 inch and 0.604 inch respectively. These minimums must not be exceeded. Width of recesses are not to exceed 0.140 inch. There must not be any signs of the old radii or scratches. (Bell Mandatory Service Bulletin No. 84, Revision B, dated April 29, 1953, covers the same subject.)
2018-09-14: We are superseding Airworthiness Directive (AD) 2016-11-02, which applied to all Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2016-11-02 required repetitive inspections of the upper and lower engine pylons for protruding, loose, or missing fasteners; and repair if necessary. This AD continues to require the repetitive inspections of the upper and lower engine pylons for protruding, loose, or missing fasteners; and repair if necessary. This AD also requires replacement of affected fasteners, which terminates the inspections. This AD was prompted by reports of loose or missing fasteners and collars on the upper and lower engine pylon structure common to the upper and lower pylon skin panels and engine thrust fitting. We are issuing this AD to address the unsafe condition on these products.
2006-10-17: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires replacing brackets that hold the P5 panel to the airplane structure, the standby compass bracket assembly, the generator drive and standby power module, and the air conditioning module. This AD also requires, among other actions, inspecting for wire length and for damage of the connectors and the wire bundles, and doing applicable corrective actions if necessary. This AD results from an electrical burning smell in the flight compartment. We are issuing this AD to prevent wire bundles from contacting the overhead dripshield panel and modules in the P5 overhead panel, which could result in electrical arcing and shorting of the electrical connector and consequent loss of several critical systems essential for safe flight.
2000-03-06: This amendment supersedes an existing airworthiness directive (AD), applicable to Eurocopter France Model SE 3130, SA 3180, SE 313B, SA 318B, and SA 318C helicopters, that currently requires visual inspections and modification, if necessary, of the horizontal stabilizer spar tube (spar tube). This amendment requires the same actions required by the existing AD, visually inspecting the four half-shell attachment clamps for cracks, and fitting a safety wire around the attachment clamps. This amendment is prompted by an in-service report of fatigue cracks that initiated from corrosion pits. The actions specified by this AD are intended to prevent fatigue failure of the spar tube, separation of the horizontal stabilizer and impact with the main or tail rotor, and subsequent loss of control of the helicopter.
94-26-14: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 series airplanes, that requires inspections to detect cracks in the chassis side bracing structure and in the chassis top strut support intercostals inside the wings, and replacement of discrepant parts with new parts. This proposal would also require inspection of the intercostals to determine the specification of the material, if necessary; and replacement of discrepant parts with new parts. This amendment is prompted by a report of cracking in the chassis top strut support intercostal in the side bracing structure inside the wing due to the effects of metal fatigue. The actions specified by this AD are intended to prevent such fatigue-related cracking, which could lead to the failure of the chassis side bracing structure inside the wings and consequent reduced structural integrity of the chassis support structure.
2003-16-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -100B, -100B SUD, -200B, - 200C, -200F, -300, -400, -400D, and -400F series airplanes; and Model 747SR series airplanes. For certain airplanes, this AD requires repetitive inspections of the clevis bushings on the inboard and outboard sequence carriages of the wing foreflap for bushing migration, and corrective action if necessary; replacement of existing bushings with new bushings, which terminates the repetitive inspections; and replacement of the bushing markers with new markers, if necessary, to indicate the correct bushing orientation. For certain other airplanes, this AD requires a one-time inspection to determine whether the bushings are in the correct orientation, and follow-on actions. The actions specified by this AD are intended to prevent the loss of an inboard trailing edge foreflap during flight, and subsequent damage to the airplane in flight. This action is intended to address the identified unsafe condition.
2020-19-06: The FAA is adopting a new airworthiness directive (AD) for certain model McCauley Propeller Systems (McCauley) governors installed on airplanes. This AD was prompted by reports of an unapproved variant McCauley idler gear bearing, part number (P/N) A-20028, that could be installed in the affected governors. This AD requires replacing the governor with a governor that is eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
2000-03-04: This amendment adopts a new airworthiness directive (AD), applicable to General Electric Company (GE) CF6-80C2 series turbofan engines. This amendment requires removal from service of affected fan mid shafts prior to reaching a new, lower cyclic life limit, and replacement with serviceable parts. This amendment is prompted by recent component test data. The actions specified by this AD are intended to prevent fan mid shaft failure, which could result in an uncontained engine failure and damage to the aircraft.
2003-15-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that currently requires repetitive visual checks or inspections to verify that the flight idle stop system circuit breakers are closed, and functional tests to determine if the backup flight idle stop system is operative. This amendment requires modification of the secondary flight idle stop system (SFISS), which terminates the repetitive actions. 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 inadvertent or intentional operation with the power levers below the flight idle stop during flight for airplanes that are not certificated for in-flight operation, which could result in engine overspeed and consequent loss of controllability of the airplane.
2020-19-10: The FAA is adopting a new airworthiness directive (AD) for Piaggio Aero Industries S.p.A. Model P-180 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 insufficient sealing of a steering select/bypass valve installed in the nose landing gear (NLG) manifold. The FAA is issuing this AD to address the unsafe condition on these products.
2020-20-06: The FAA is adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (BHTC) Model 429 helicopters. This AD requires repetitive inspections of certain cyclic and collective assembly bearings. This AD was prompted by reports that precipitation can lead to reduced effectiveness of the grease in the bearings. The actions of this AD are intended to address an unsafe condition on these products.
2000-02-36: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that currently requires relocation of the engine/master 1 relay from relay box 103VU to shelf 95VU in the avionics bay. This amendment continues to require the relocation using new electrical contacts, and, for certain airplanes, adds a requirement to replace certain contacts installed in shelf 95VU during relocation of the relay with new contacts. 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 a simultaneous cutoff of the fuel supply to both engines, which could result in a loss of engine power and consequent reduced controllability of the airplane.