Results
79-26-02: 79-26-02 BOEING: Amendment 39-3638. Applies to all Model 737-200 (advanced) airplanes with GPWS flap position switches sensing less than 30 degrees as landing flaps, certificated in all categories. Compliance required as indicated. Accomplish the following: \n\tWithin the next 1,200 hours time-in-service or six (6) months, whichever comes first, after the effective date of this AD, change the ground proximity warning system flap position switch to sense flaps 30 degrees and 40 degrees as the landing flap positions, and provide a flap override switch for landings that must proceed with flap position of 25 degrees or less. This modification may be accomplished in accordance with modifications approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective December 31, 1979.
2003-20-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-400, -500, -600, -700, and -800 series airplanes, that requires either modification of the wiring to the windshield wiper motors in the flight compartment or replacement of those windshield wiper motor/converters with new motor/converters. This action is necessary to prevent a reduction in flight crew visibility due to stalled wiper motors during heavy precipitation and a period of substantial crew workload, which could result in damage to the airplane structure and injury to flight crew, passengers, or ground personnel during final approach for landing. This action is intended to address the identified unsafe condition.
2009-06-04: 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: Bombardier Aerospace has completed a system safety review of the CL-600-2B19 aircraft fuel system against new fuel tank safety standards * * *. This assessment showed that there is insufficient electrical bonding for lightning protection at certain locations inside the fuel tanks. In addition, the assessment also revealed that existing bonding jumpers across self-bonded couplings are not required. Insufficient electrical bonding, if not corrected, could result in arcing and potential ignition source inside the fuel tank during lightning strikes and consequent fuel tank explosion. We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-07-03: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80C2 and CF6-80E1 series turbofan engines with high-pressure compressor rotor (HPCR) spool shaft stage 14 disks, part number (P/N) 1703M49G02, 1703M49G03, or 1509M71G10 installed. This AD requires a one-time eddy current inspection (ECI) of the HPCR spool shaft stage 14 disk web for crack indications, and removing from service any parts with web cracks. This AD results from reports of 12 HPCR spool shaft stage 14 disks with web cracks discovered to date. We are issuing this AD to prevent cracks from propagating to an uncontained failure of the disk and damage to the airplane.
62-12-02: 62-12-02\tBOEING: Amdt. 444 Part 507 Federal Register May 23, 1962. Applies to All Models 707 and 720 Series Aircraft Incorporating Boeing Production Revision 14324 Which Installs Sprague JN 10-220 and/or Genistron GF-1997-1 or -2 Combined Filter Ballast Units On The Outboard Side of The Cove Light Raceway Panel at Each Cabin Cove Light Assembly. \n\n\tCompliance required as indicated. \n\n\tTo prevent a fire hazard due to failure of a filter-ballast in the cabin cove light circuit unit, accomplish the following: \n\n\t(a)\tUnless already accomplished, within the next 10 hours' time in service after the effective date of this AD, deactivate the cove light circuit and do not reactivate until the filter- ballast unit is relocated in accordance with (b). \n\n\t(b)\tRelocate the filter-ballast unit (Sprague JN 10-220 and/or Genistron GF-1997-1 or - 2) from the outboard side of the cove light raceway panel, Boeing P/N 65-18270, to the inboard side of the panel in accordance with the instructions in the modification data portion of Boeing Alert Service Bulletin No. 1601, dated February 14, 1962, or an FAA approved equivalent. \n\n\t(Boeing Alert Service Bulletin No. 1601 dated February 14, 1962, covers this same subject.) \n\n\tThis directive effective June 2, 1962.
2009-06-15: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Fokker Model F.27 Mark 050 airplanes. The existing AD currently requires repetitive visual checks for oil leaks of both engines between the spinner and the engine cowling, and directly behind the heated intake lip of the engine; repetitive inspections for oil leaks at the feathering pump on both engines; and corrective actions if necessary. This new AD retains the requirements of the existing AD. This AD also requires replacing the outlet port (high-pressure) bobbin with a new, improved outlet port (high-pressure) bobbin, which terminates the repetitive visual checks and inspections. This AD results from reports of oil leakage at the engine feathering pump. We are issuing this AD to prevent oil loss from the feathering pump, which could cause the engine to shut down in flight.
2003-20-09: The FAA is adopting a new airworthiness directive (AD) for all Stemme GmbH & Co. KG Model STEMME S10-VT sailplanes that incorporate a certain gear box. This AD requires you to incorporate flight restrictions into the Limitations Section of the sailplane flight manual and fabricate and install a placard close to the throttle lever indicating these restrictions. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent the potential for the lower cog wheel in the gear box to rupture, which could result in loss of power and possible loss of control of the sailplane.
2009-06-21: 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: A fuselage spoiler cable disconnect sensing device was installed in production on later DHC-8 Series 100/200/300 aircraft, and on all DHC-8 Series 400 aircraft. On earlier DHC-8 Series 100/200/300 aircraft, its installation was mandated by [Canadian] Airworthiness Directive CF-2006-13 [which corresponds to FAA AD 2007-21-16]. However, several incorrectly assembled spoiler cable disconnect sensing devices have recently been discovered on in-service aircraft. A pulley and plastic spacer had been inadvertently interchanged during assembly of the device in production, resulting in the spoiler cable sliding on the spacer rather than on the pulley, as designed. Continued operation with an incorrectly assembled spoiler cable disconnect sensing device could result in impaired operation of the sensing device and/or an eventual fuselage spoiler cable disconnect, with possible reduced controllability of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2003-20-15: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires you to inspect for certain installed fuel booster pumps and replace that fuel booster pump, inspect other certain fuel booster pumps for defects, and either install lead protection spiral wrap or replace the defective fuel booster pumps, depending on whether defects are found. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. We are issuing this AD to detect and correct any defective fuel booster pump, which could result in electrical arcing from the leads in an air/fuel mixture. Such failure could lead to a fire or explosion of a fuel tank.
81-07-09: 81-07-09 DOWTY ROTOL: Amendment 39-4076. Applies to Dowty Rotol (c)R.289/3-110- F/1 and (c)R.289/3-110-F/11 propellers installed on the WSK-Pezetel Model PZL-3S engine used on Gulfstream American (formerly Grumman) Model G-164A, B, C airplanes modified by STC SA2731SW, and Ayres (formerly Rockwell) Model S2R-R3S, and Model S2R airplanes modified by STC SA3897WE. Compliance is required as indicated unless previously accomplished. To preclude the possibility of blade tip failures, accomplish the following: Within the next 50 hours time in service after the effective date of this AD or by April 30, 1981, whichever occurs first, perform the following: (a) Reindex propeller shaft to engine crankshaft in accordance with Dowty Rotol Service Bulletin No. 61-941 dated February 5, 1981, and PZL-Rzeszow Service Instruction No. 28/PZL-3S/81 dated January 30, 1981, or FAA approved equivalent. (b) After reindexing propeller shaft to engine crankshaft, replace all blades P/N660705335 that have been operated prior to reindexing in accordance with paragraph (a) above with new blades P/N 660705335 per Dowty Rotol Service Bulletin No. 61-941 dated February 5, 1981, or FAA approved equivalent. (c) Establish a 600-hour safe life limit on all new blades P/N 660705335 installed per paragraph (b) above. (d) Upon request of an operator, the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region, may adjust the compliance time specified in this AD provided such requests are made through an FAA Maintenance Inspector and the request contains substantiating data to justify the request for that operator. (e) For purposes of this AD, an equivalent must be approved by the Chief, Engineering and Manufacturing and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region. This amendment becomes effective April 2, 1981.
2020-19-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, - 113, \n\n((Page 59407)) \n\n-114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, - 211, -212, -213, -231, and -232 airplanes. This AD was prompted by reports of crack findings in and around the fastener holes of the central and lateral window frame upper junction; those cracks were found on fastener holes outside of the inspection area specified in a certain airworthiness limitation item (ALI) task. This AD requires repetitive inspections of the upper junction fastener holes at the lateral window frame for cracking; and for certain airplanes, repetitive inspections of the spotface around the fastener holes for cracking; and corrective actions if necessary; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. TheFAA is issuing this AD to address the unsafe condition on these products.
77-08-01: 77-08-01 PIPER: Amendment 39-2871. Applies to Models PA-24, PA-24-250 and PA- 24-260, Serial Nos. 24-1 through 24-5047; Model PA-24-400, Serial Nos. 26-2 through 26-148; Model PA-30, Serial Nos. 30-2 through 30-2000; Model PA-39, Serial Nos. 39-1 through 39- 155; certificated in all categories except aircraft incorporating Piper Kit number 760 914. To prevent possible hazards in flight associated with aileron spar cracks, accomplish the following: (a) Within the next 100 hours in service from the effective date of this AD or upon the attainment of 1000 total hours in service, whichever is later, and at intervals not to exceed 100 hours in service from the last inspection, inspect and alter as necessary in accordance with the instructions sections of Piper Service Letter No. 787 dated December 1, 1976, or equivalent. (b) Upon the incorporation of Aileron Outboard Hinge Bracket Replacement, Piper Kit No. 760 914 or equivalent, compliance with the requirements of thisAD may be dispensed with. (c) Equivalent inspections and alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. This amendment becomes effective April 18, 1977.
2003-20-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing transport category airplanes. This action requires inspection of the attachment of the shoulder restraint harness to the mounting bracket on certain observer and attendant seats to determine if a C-clip is used in the attachment, and corrective action, if necessary. This action is necessary to prevent detachment of the shoulder restraint harness of the attendant or observer seat from its mounting bracket during service, which could result in injury to the occupant of the seat. This action is intended to address the identified unsafe condition.
2020-19-01: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH Model MBB-BK 117 D-2 helicopters. This AD was prompted by a report of an erroneous low rotor revolutions per minute (RPM) indication after establishing a one engine inoperative \n\n((Page 59414)) \n\n(OEI) condition. This AD requires a software (SW) modification for the aircraft management computer (AMC). The FAA is issuing this AD to address the unsafe condition on these products.
2009-05-12: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Models 208 and 208B airplanes. This AD requires you to modify the aileron carry-through cable attachment to the aileron upper quadrant with parts of improved design. This AD results from reports of a "catch'' in the aileron control system when the control yoke is turned. We are issuing this AD to prevent the cable attach fitting on the aileron upper quadrant assembly from rotating and possibly contacting or interfering with the aileron lower quadrant assembly, which could result in limited roll control and reduced handling capabilities.
2020-18-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A319-151N and -153N; A320-251N, -252N, and -253N; and A321-251N, -252N, -253N, -251NX, -252NX, and -253NX airplanes. This AD was prompted by a report indicating that Kathon FP 1.5 biocide added to fuel and running through an airplane's engines can lead to engine performance degradation. This AD requires removing Kathon FP 1.5 biocide from the fuel tanks and engines and prohibits operation of an airplane with Kathon FP 1.5 biocide in a fuel tank or engine, as specified in a European Union Aviation Safety Agency (EASA) AD 2020- 0176, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
63-02-01: 63-02-01 BOEING: Amdt. 527 Part 507 Federal Register January 11, 1963. Applies to All 707/720 Series Aircraft. \n\n\tCompliance required within the next 500 hours' time in service, unless already accomplished. \n\n\tThe upper and lower fairings installed over the anticollision lights have been found to disturb the light distribution in certain peripheral areas. To prevent a reduction in the effective light intensity: \n\n\t(a)\tRemove the anticollision light upper fairing, (P/N's 69-10789, 9-66041-3000) and the lower fairing, (P/N's 69-10789-1, 9-66041 or 9-66041-3000); and \n\n\t(b)\tPlug the mounting holes for the fairing assembly fasteners with Boeing material specification 5-13 Type A aerodynamic smoother or equivalent. \n\n\t(Boeing Service Bulletin No. 1651 covers the same subject.) \n\n\tThis directive effective February 12, 1963.
2003-20-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires an inspection to detect chafing or damage to the electrical wire harnesses in the left and right wing fuel tanks, applicable corrective action(s) if necessary, and installation of harnesses. For certain airplanes, this AD also requires modifying the collector tank walls. This action is necessary to prevent chafing damage to the electrical wire harnesses in the left and right wing fuel tanks, which could cause misleading data and erroneous fuel pump cautions to be displayed to the flightcrew, and could result in electrical arcing with consequent increased potential for fire or explosion in the fuel tank. This action is intended to address the identified unsafe condition.
2009-06-03: 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: Transport Canada has received numerous service difficulty reports concerning Viking DHC-7 and Bombardier DHC-8 aircraft fluorescent lamp holder damage due to overheating. It has been determined that lamp holder overheating is a result of arcing between the fluorescent tube pins and the lamp holder contacts when the tube is not properly seated during installation. Overheating of lamp holders, if not corrected, could generate fumes and smoke * * *. * * * * * * The unsafe condition could result in an in-flight fire. We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-06-12: We are superseding an existing 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: * * * * * The Bombardier CL-600-2B19 airplanes have had a history of flap failures at various positions for several years. Flap failure may result in a significant increase in required landing distances and higher fuel consumption than planned during a diversion. * * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-18-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report indicating that when the number 2 engine thrust reverser (T/R) was opened, the right-hand T/R hinge nut located at position 4 was found detached; investigation revealed that certain nuts could have been installed with noncompliant locking features, or with locking features that could degrade quicker than anticipated. This AD requires replacing any existing nut on the T/R hinge with a new nut, installing a new nut and washer if necessary, and applying a torque stripe at each T/R hinge location, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2020-18-14: The FAA is adopting a new airworthiness directive (AD) for all General Electric Company (GE) GE90-110B1 and GE90-115B model turbofan engines with a certain high-pressure turbine (HPT) rotor stage 2 disk installed. This AD was prompted by a report from the manufacturer that a subsurface anomaly was found on a HPT rotor stage 2 disk. This AD requires an ultrasonic inspection (USI) of the HPT rotor stage 2 disk and, depending on the result of the inspection, replacement of the HPT rotor stage 2 disk with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
62-08-07: 62-08-07 GRUMMAN: Amdt. 420 Part 507 Federal Register April 14, 1962. Applies to Model G-164 Aircraft Serial Numbers 1 Through 100 Inclusive. For aircraft with 200 or more hours' time in service, compliance is required within 10 hours' time in service after the effective date of this AD. For aircraft with less than 200 hours' time in service, compliance is required within 25 hours' time in service after the effective date of this AD, or before 210 hours' total time in service is exceeded whichever occurs first. To preclude loss of aileron control, accomplish the following: (a) Replace the aileron cable control sector support brackets, upper and lower, in lower wing panels with new support brackets, P/N 1854-13 (Kit of replacement parts, A1854, furnished by Grumman), or FAA approved equivalent. Install the parts and the aileron cables in accordance with Grumman Aircraft Engineering Corp. Mandatory Service Bulletin No. 20 dated January 24, 1962, or FAA approved equivalent.(b) Visually inspect aileron control system pushrod assemblies, Grumman P/N's A1866-1 and A1866-3, in both lower wing panels, for loose rod end fittings due to elongation of rivet holes. Repair or replace loose fittings prior to further flight. After initial compliance, visually inspect the aileron control system pushrod assemblies at each periodic inspection thereafter until one of the following, or FAA approved equivalent is accomplished: (1) Insert aluminum alloy bar, 2024-T3, 7/16 O.D. x 7/8-inch plugs in each end of A1866-11 and A1866-13 tubes and reinstall the rod ends with two AN 470-AD5 rivets per rod end. (2) Install Grumman P/N A1866-25 in lieu of A1866-1 and P/N A1866-27 in lieu of A1866-3. (Grumman Service Bulletin No. 20 dated January 24, 1962, and the Addendum thereto dated February 3, 1962, cover this subject.) This directive effective April 25, 1962.
2003-20-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-31 and DC-9-32 airplanes. This action requires, among other actions, various inspections to detect cracks of the cockpit enclosure window sill, and follow-on and corrective actions, as applicable. This action is necessary to prevent fatigue cracking of the internal doublers and frame structure of the fuselage skin of the cockpit enclosure window sill, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
94-16-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires inspections, adjustments, and functional tests of the thrust reverser system. This amendment adds a requirement for installation of an additional thrust reverser system locking feature, periodic functional tests of that locking feature following its installation, and repair of any discrepancy found. This amendment is prompted by the identification of a modification that ensures that the level of safety inherent in the original type design of the thrust reverser system is further enhanced. The actions specified by this AD are intended to prevent possible discrepancies in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight.