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2025-05-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA341G and SA342J helicopters. This AD was prompted by a report of a pilot collective pitch stick handle grip that broke when pulled. This AD requires replacing certain pilot collective pitch stick handle grips and prohibits installing those pilot collective pitch stick handle grips. These actions are 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.
95-12-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes. This action requires repetitive inspections to detect cracking in the hinge fittings of the nose landing gear (NLG) aft doors, and replacement of cracked fittings. This amendment is prompted by several reports of loss of an NLG aft door during landing, due to failure of the door's hinge fittings. The actions specified in this AD are intended to prevent the loss of an NLG aft door due to the failure of the hinge fittings; such loss of a door can result in damage to the surrounding aircraft structure or injury to persons on the ground.
93-17-01: 93-17-01 BEECH AIRCRAFT CORPORATION: Amendment 39-8671. Docket No. 93-CE- 23-AD. Applicability: Models B90, C90, and C90A airplanes (serial numbers LJ-489 through LJ-1318), certificated in any category. Compliance: Required within the next 150 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent failure of the leading edge fuel cell nipples caused by cracking and fuel leaks, which, if not detected and corrected, could result in an airplane fire, accomplish the following: (a) Inspect the inboard nipple on the leading edge fuel cell for cracks or fuel leaks in accordance with Part I of the ACCOMPLISHMENT INSTRUCTIONS section of Beech Service Bulletin (SB) No. 2475, dated February 1993. If cracks or fuel leaks are found, prior to further flight, repair the fuel cells in accordance with procedures specified in the applicable maintenance manual. (b) Replace the fuel interconnect tube assembly in accordance with Part II of the ACCOMPLISHMENT INSTRUCTIONS section of Beech SB No. 2475, dated February 1993. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (e) The inspection and replacement required by this AD shall be done in accordance with Beech Service Bulletin No. 2475, dated February 1993. 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 Part 51. Copies may be obtained from the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on October 12, 1993.
92-25-12: 92-25-12 AIRBUS INDUSTRIE: Amendment 39-8426. Docket No. 92-NM-150-AD. Applicability: Model A300 B2, A300 B4, A310, and A300-600 series airplanes; equipped with Messier Bugatti carbon brakes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent overrunning the available runway length during a rejected takeoff (RTO), accomplish the following: (a) Within 30 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to change the data concerning the accelerate stop distance to be used during a RTO, in accordance with either Model A300 AFM Temporary Revision 5.02.00/1, dated December 4, 1991; Model A310 AFM Temporary Revision 5.04.00/3, dated February 13, 1992; Model A310 AFM Temporary Revision 5.04.00/1, dated October 22, 1991; Model A310 AFM Temporary Revision 5.04.00/4, dated March 6, 1992; Model A300-600 AFM Temporary Revision 5.04.00/1, datedNovember 4, 1991; or Model A300-600 AFM Temporary Revision 5.04.00/2, dated December 4, 1991; as applicable. (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The AFM revision shall be done in accordance with Model A300 AFM Temporary Revision 5.02.00/1, dated December 4, 1991; Model A310 AFM Temporary Revision 5.04.00/3, dated February 13, 1992; Model A310 AFM Temporary Revision 5.04.00/1, dated October 22, 1991; Model A310 AFM Temporary Revision 5.04.00/4, dated March 6, 1992; Model A300-600 AFM Temporary Revision 5.04.00/1, dated November 4, 1991; or Model A300-600 AFM Temporary Revision 5.04.00/2, dated December 4, 1991; as applicable. (NOTE: The issue date of the AFM Temporary Revisions are indicated only on "page 1"; no other pages of these documents are dated.) 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 Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700, Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e)This amendment becomes effective on January 12, 1993.
93-08-13: 93-08-13 AIRBUS INDUSTRIE: Amendment 39-8561. Docket 93-NM-30-AD. Applicability: Model A300 series airplanes; MSN 003 through MSN 107, inclusive; that have been modified in accordance with Airbus Industrie Service Bulletin A300-53-216 (Airbus Industrie Modification No. 6699); certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent rapid loss of cabin pressure, accomplish the following: (a) Within 50 landings after the effective date of this AD, perform a low-frequency eddy current inspection from outside the fuselage skin above the modified lap joint at stringer 43 (left- and right-hand) between frames 37 and 39 to detect damage, in accordance with Airbus Industrie All Operator Telex (AOT) 53-04, dated January 20, 1993. (b) If no damage is found as a result of the inspection required by paragraph (a) of this AD, accomplish paragraphs (b)(1) and (b)(2) of this AD in accordance with Airbus Industrie All Operator Telex (AOT) 53-04, dated January 20, 1993. (1) Perform a detailed visual inspection from outside the fuselage skin to detect damage in this area thereafter at intervals not to exceed 50 landings until the requirements of paragraph (b)(2) of this AD are accomplished. Prior to further flight, repair any crack that is found. (2) Within 250 landings after accomplishing the initial (external eddy current) inspection, perform a detailed visual inspection from inside the fuselage skin to detect damage in this area. If no damage is found, no further action is required by this AD. If any damage is found, prior to further flight, measure the length and depth of the damage, and accomplish paragraph (b)(2)(i) or (b)(2)(ii) of this AD, as applicable. (i) If the damage found is less than or equal to 0.7 mm in depth and 130 mm in length, and if no damage is found in adjacent frame bays, perform a detailed visual inspection from outside the fuselage skin thereafter at intervals not to exceed 50 landings. Prior to the accumulation of 250 landings after accomplishing the internal visual inspection, repair the damaged area in accordance with the AOT. Repair of the damaged area constitutes terminating action for the repetitive inspections required by this paragraph. (ii) If the damage found is greater than 0.7 mm in depth or 130 mm in length, or if damage is found in the adjacent frame bays, prior to further flight, repair the damaged area in accordance with the AOT. (c) If any damage is found as a result of the initial (external eddy current) inspection required by paragraph (a) of this AD, prior to further flight, perform a detailed visual inspection from inside the fuselage skin above the modified lap joint at stringer 43 (left- and right-hand) between frames 37 and 39 to detect damage, and measure the damage found in accordance with Airbus Industrie All Operator Telex (AOT) 53-04, dated January 20, 1993. (1) If the damage found is less than or equal to 0.7 mm in depth and 130 mm in length, and if no damage is found in adjacent frame bays, perform a detailed visual inspection from outside the fuselage skin in this area thereafter at intervals not to exceed 50 landings. Prior to the accumulation of 250 landings after accomplishing the initial (external eddy current) inspection required by paragraph (a) of this AD, repair the damaged area in accordance with the AOT. Repair of the damaged area constitutes terminating action for the repetitive inspections required by this paragraph. (2) If the damage found is greater than 0.7 mm in depth or 130 mm in length, or if damage is found in the adjacent frame bays, prior to further flight, repair the damaged area in accordance with the AOT. (d) 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate.Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspections, measurement, and repair shall be done in accordance with Airbus Industrie All Operator Telex 53-04, dated January 20, 1993. 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 Part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on May 27, 1993.
92-13-10: 92-13-10 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8280. Docket No. 92-ASW-17. Supersedes Priority Letter AD 91-24-16, issued November 18, 1991, Docket No. 91-ASW-30. Applicability: All BHTI Model 204B, 205A, 205A-1, 205B, 212, and 412 helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible failure of a tail rotor driveshaft hanger bearing that could result in failure of the tail rotor driveshaft and subsequent loss of tail rotor control, accomplish the following: (a) Before further flight, after the effective date of this AD, determine the serial number (S/N) etched on the seal area of the tail rotor driveshaft hanger bearings, part number (P/N) 204-040-623-003 or 005. If the bearing has no permanently marked S/N, has a P/N 204- 040-623-003 with S/N T0001 through T1743 or N4000 and subsequent, or has a P/N 204-040- 623-005 with S/N NC3000 and subsequent; no further action is required by this AD. (b) Within the next 100 hours' time in service after the effective date of this AD, replace the tail rotor driveshaft hanger bearings and bearing assemblies as follows in accordance with the applicable BHTI maintenance, repair, and overhaul manuals: (1) For the Model 204B helicopters, remove each P/N 204-040-623-005 bearing that has a S/N with a prefix of T or N; replace with a P/N 204-040-623-005 bearing that has no S/N or a S/N of NC3000 and subsequent. This paragraph applies to parts with a prefix of N, but not with a prefix of NC. (2) For the Model 205A, 205A-1 and 212 helicopters, accomplish the following: (i) Remove each P/N 204-040-623-003 bearing that has a S/N T1744 and subsequent or N0001 through N3999; replace with a P/N 204-040-623-003 bearing that has no S/N, a S/N from T0001 through T1743 or a S/N of N4000 and subsequent. (ii) Remove each bearing with P/N 204-040-623-005 that has a S/N prefix of T or N; replace with a P/N204-040-623-005 bearing that has no S/N or a S/N of NC3000 and subsequent. (3) For the Model 205B and 412 helicopters, remove each P/N 204-040-623- 003 bearing that has a S/N T1744 and subsequent or N0001 through N3999; replace with a P/N 204-040-623-003 bearing that has no S/N, a S/N T0001 through T1743, or S/N of N4000 and subsequent. (c) Before the first flight of each day, until the driveshaft hanger bearing is replaced in accordance with paragraph (b), accomplish the following inspection of the tail rotor driveshaft and tail rotor driveshaft hanger assemblies: (1) Visually inspect the tail rotor driveshaft hanger bearings for grease leakage that continues for more than 10 hours' time in service after installation of a new bearing. (2) Visually inspect the tail rotor driveshafts and driveshaft hanger assemblies for security and damage. (3) Visually inspect the tail rotor driveshaft hanger assembly for an overheat condition and overheat indicator stripes for discoloration. (4) Rotate the tail rotor driveshaft by hand while feeling the tail rotor driveshaft bearing housing for bearing binding or roughness. (d) Before further flight, replace the tail rotor driveshaft hanger bearings with an airworthy part in accordance with the applicable BHTI maintenance, repair and overhaul manuals if the bearing assemblies exhibit signs of overheating, roughness or continued grease leakage. (e) This AD supersedes Priority Letter AD 91-24-16, issued November 18, 1991, Docket No. 91-ASW-30. (f) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, FAA, 4400 Blue Mound Road, Fort Worth, Texas. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. NOTE: Informationconcerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Rotorcraft Certification Office. (g) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (h) This amendment becomes effective February 23, 1993.
2013-03-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, -200, and -300 series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that erroneous height indication by one radio altimeter with engaged flare and retard mode, in case of go-around, might lead to a temporary loss of airplane longitudinal control. This AD requires revising the airplane flight manual. We are issuing this AD to ensure that the flightcrew applies the appropriate operational procedures in the event of an erroneous indication of the radio altimeter, which could result in temporary loss of airplane longitudinal control.
2003-13-17: The FAA is adopting a new airworthiness directive (AD) for certain Hartzell Propeller, Inc., McCauley Propeller Systems, Sensenich Propeller Manufacturing Company, Inc., and Raytheon Aircraft Company (formerly Beech Aircraft Corporation) propellers returned to service by T and W Propellers, Inc., of Chino, CA. This AD requires maintenance actions amounting to an overhaul of the affected propellers. This AD is prompted by the results of a National Transportation Safety Board (NTSB) investigation of a failed propeller blade and subsequent inspections of various propeller models returned to service by T and W Propellers, Inc. We are issuing this AD to detect unsafe conditions that could result in separation of a propeller blade and loss of control of the airplane.
2013-04-12: We are adopting a new airworthiness directive (AD) for certain Airbus Model A310-204, -222, -304, -322, and -324 airplanes. This AD was prompted by the manufacturer re-classifying slat extension eccentric bolts as principle structural elements (PSE) with replacement due at or before newly calculated fatigue life limits. This AD requires replacing slat extension eccentric bolts and associated washers with new slat extension eccentric bolts and washers. We are issuing this AD to prevent fatigue cracking, which could result in the loss of structural integrity of the airplane.
90-04-07: 90-04-07 COMMANDER (GULFSTREAM AEROSPACE, ROCKWELL): Amendment 39-6501. Applicability: Models 112 and 112B [Serial Numbers (S/N) 1 through 544, and 13000], 112TC and 112TCA (S/N's 13001 through 13309), and 114 and 114A (S/N's 14000 through 14540) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD unless already accomplished. To prevent failure of the forward wing spar in the area of the main landing gear side brace fitting attachment, accomplish the following: (a) Within the next 100 hours time-in-service (TIS), after the effective date of this AD, inspect the left and right forward wing spars in the area of the main landing gear side brace fitting in accordance with the instructions specified in Part I of Gulfstream Aerospace Service Bulletin (SB) Nos. SB-112-71C or SB-114-22C both dated November 1988 as applicable. (1) If cracks are found in the left or right forward wing spar as noted in paragraph 8d, PartI, of the above referenced service instructions, prior to further flight repair in accordance with Part II of Gulfstream Aerospace SB Nos. SB-112-71C or SB-114-22C both dated November 1988, as applicable. (2) If cracks are found in the left or right forward wing spar as noted in paragraph 8a, Part I, of the above referenced service instructions, prior to further flight repair in accordance with Part IV of Gulfstream Aerospace SB Nos. SB-112-71C or SB-114-22C, both dated November 1988, as applicable. (3) If cracks are found in the left or right forward wing spar as noted in paragraph 8b or 8e, Part I of the above referenced service instructions, prior to further flight repair in accordance with Part V of Gulfstream Aerospace SB Nos. SB-112-71C or SB-114-22C, both dated November 1988, as applicable. (4) If cracks are found in the left or right forward wing spar, as noted in paragraph 8c, Part I of the above referenced service instructions, prior to further flight modifythe airplane in accordance with instructions obtained from the Manager, Airplane Certification Office, FAA, at the address listed in paragraph (e) of this AD. (5) If no cracks are found, reinspect the spars thereafter at intervals not to exceed 100 hours' TIS, and within the next 300 hours' TIS, modify the airplane in accordance with the instructions in Part II of Gulfstream Aerospace SB-112-71C or SB-114-22C, both dated November 1988 as applicable. The repetitive inspection may be discontinued once the airplane is so modified. (b) If the airplane has been modified either in accordance with Part II of Gulfstream Aerospace SB No. SB-112-71, or Part II of SB No. SB-112-71A or Part II or Part V of SB No. SB-112-71B, repeat the inspections specified in paragraph (a) of this AD at intervals not to exceed 100 hours' TIS after the initial inspection, and within the next 300 hours' TIS modify the airplane in accordance with the instructions in Part III of Gulfstream Aerospace SB No. SB-112-71C. The repetitive inspections may be discontinued once the airplane is so modified. (c) If the airplane has been modified either in accordance with Part II of Gulfstream Aerospace SB-114-22, Part II of SB-114-22A, or Part II or Part V of SB-114-22B, repeat the inspection specified in paragraph (a) of this AD at intervals not to exceed 100 hours TIS after the initial inspection and within the next 300 hours TIS, modify the airplane in accordance with the instructions in Part III of Gulfstream Aerospace SB No. SB-114-22C. The repetitive inspection may be discontinued once the airplane is so modified. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where the repair can be performed, provided the following conditions are met: (1) Existing cracks have not propagated together (in the event there are cracks above each bracket attachment bolts) and the cracks have not propagated beyond the limits in the service bulletin (as noted in paragraph8c, Part I of Accomplishment Instructions of Gulfstream Aerospace Service Bulletin Nos. SB-112-71C or SB-114-22C both dated November 1988, as applicable). (2) The landing gear side brace and bracket are firmly attached such that proper extension and retraction of the gear will occur. (3) Pilot only on board. (4) Day VFR only, avoiding all rough weather possible, and with no intentional abrupt maneuvers. (e) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Airplane Certification Office, ASW-150, FAA, Southwest Region, Fort Worth, Texas 76193-0150; Telephone (817) 624-5150. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and send it to the Manager, Airplane Certification Office, Southwest Region. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Commander Aircraft Company, 7200 N.W. 63rd Street, Hangar 8, Wiley Post Airport, Bethany, Oklahoma 73008; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD supersedes AD 87-14-03, Amendment 39-5671 (52 FR 26472). This amendment (39-6501, AD 90-04-07) becomes effective on March 9, 1990.