Results
96-15-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111, -211, and -231 series airplanes, that requires repetitive high frequency eddy current inspections to detect cracks around the fasteners of the lower forward corners of the sliding window frames, and repair, if necessary. This amendment also requires the installation of a modification for each affected fastener hole, which terminates the repetitive inspections. This amendment is prompted by the results of full-scale fatigue tests which indicated that fatigue cracking occurred on the lower forward corner of the sliding window frames at frame 4. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in rapid depressurization of the airplane.
2021-09-12: The FAA is superseding Airworthiness Directive (AD) 2020-07- 16, which applied to certain Dassault Aviation Model FALCON 7X airplanes. AD 2020-07-16 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
76-26-03: 76-26-03 MORANE SAULNIER (SOCATA): Amendment 39-2792. Applies to Models MS 892 A-150, 892E-150, 893A, 893E, 894A, and 894E airplanes, equipped with Avco- Lycoming or Franklin engines, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible carburetor icing, due to loose or missing carburetor heat flap retaining screws, accomplish the following: (a) Before further flight, inspect the carburetor heat flap retaining screws for loose or lost screws in accordance with Socata Service Bulletin No. 125/1, dated September 1976, or an FAA-approved equivalent. (b) If, during the inspection required by paragraph (a) of this AD, any carburetor heat flap retaining screw is found loose or missing, replace all the screws and nuts in accordance with Socata Service Bulletin No. 125/1, dated September 1976, or an FAA-approved equivalent. (c) If, during the inspection required by paragraph (a) of this AD, no screws are found loose or missing, within the next 50 hours time in service after the effective date of this AD, replace all the carburetor heat flap retaining screws and nuts in accordance with Socata Service Bulletin No. 125/1, dated September 1976, or an FAA-approved equivalent. This amendment becomes effective January 6, 1977.
2004-04-05: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce Corporation (RR) (formerly Allison Engine Company) AE 3007A, AE 3007A1/1, AE 3007A1/2, AE 3007A1, AE 3007A1/3, AE 3007A1P, and AE 3007A3 turbofan engines. That AD currently requires initial and repetitive inspections for bearing material contamination of the engine oil system. This AD requires the same inspections but with an extended repetitive inspection interval, and adds terminating actions to the repetitive inspections required by this AD. This AD is prompted by design changes introduced by the manufacturer that reduce the axial load on the No. 1 bearing. We are issuing this AD to prevent the rapid failure of the No. 1 bearing, which could result in smoke in the cabin and an uncommanded in-flight engine shutdown.
2010-23-28: We are superseding an existing airworthiness directive (AD) for the products listed above. 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: During a SOCATA flight test, it was noted some difficulties for the pilot to release oxygen. After investigation it was found that, due to the design of the oxygen generator release pin, one of the mask's lanyard linked to the pin could be jammed when it is pulled by a pilot or a passenger. This condition, if not corrected, would lead, in case of an emergency procedure due to decompression, to a risk of generator fault with subsequent lack of oxygen on crew and/or passenger. We are issuing this AD to require actions to correct the unsafe condition on these products.
2021-10-06: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) LEAP-1B model turbofan engines. This AD was prompted by multiple reports of pressure sub-system (PSS) unit faults due to pressure transducer corrosion following extended storage periods. For an engine in service, this AD requires checks for engine maintenance messages related to the pressure transducer and, depending on the results of the check, replacement of the PSS unit before further flight. The AD requires this repetitive check for faults prior to each flight until the PSS has accumulated at least 15 hours of electrical power. For an engine not in service, this AD requires applying electrical power to the PSS unit before further flight. The FAA is issuing this AD to address the unsafe condition on these products.
80-08-02: 80-08-02 BOEING: Amendment 39-3738. Applies to all Model 747 series airplanes certificated in all categories equipped with General Electric CF6 or Pratt and Whitney JT9D-3, - 7, engines. Compliance required within 300 landings after the effective date of this AD unless already accomplished. Inspect diagonal braces as follows: \n\n\tA.\tMeasure the outboard engine strut diagonal brace forward clevis root area wall thickness. If root wall thickness is 0.350 inch or greater, no further action is required. If the wall thickness is less than 0.350 inch, penetrant inspect the area for cracks, in accordance with Boeing Service Bulletin 747-54-2070. If cracks are found, prior to further flight replace brace or rework in accordance with paragraph B of this AD. \n\n\tB.\tParts cracked within the limits of paragraph III of Boeing Service Bulletin 747-54- 2070 may be reworked as noted therein. Parts with cracks exceeding these limits must be replaced or reworked in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n\n\tC.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region may adjust the compliance times if the request contains substantiating data to justify the increase for that operator. \n\n\tD.\tThis AD may be amended in the future to require a repeat inspection interval or terminating action.\n \n\tE.\tAircraft may be ferried to a base for maintenance in accordance with Section 21.197 and 21.199 of the Federal Aviation Regulations. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective April 17, 1980.
78-20-07: 78-20-07 BELL: Amendment 39-3303. Applies to Bell Models 204B and 205A-1 helicopters equipped with fittings, P/N 204-012-102-5, and model 212 helicopters equipped with fittings, P/N 212-010-103-5, certificated in all categories. Compliance required as indicated. To prevent possible failure of a fitting as a result of a crack in the thrust shoulder radius, accomplish the following: (a) Remove main rotor inboard strap fittings with 1,100 or more hours total time in service on the effective date of this airworthiness directive (AD) within 100 hours time in service. (b) Remove main rotor inboard strap fittings with less than 1,100 hours total time in service on the effective date of this AD, prior to attaining 1200 hours' total time in service. (c) The retirement time of the fittings P/N 204-012-102-5 and 212-010-103-5 is reduced from 3,000 to 1,200 hours time in service. This amendment is effective October 25, 1978.
2004-04-06: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CT58-100-2, CT58-140-1, -140-2, and T58-GE-1, -3, -5, -8E, -8F, -10, -100, and -402 turboshaft engines. This AD requires the removal from service of certain fuel flow divider assemblies. This AD results from a report that a certain population of flow divider end caps could crack and cause large volumes of fuel leakage. We are issuing this AD to prevent fuel leakage from the fuel flow divider assembly, which could cause an engine fire, leading to an in-flight engine shutdown and forced landing.
2021-09-08: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 airplanes. This AD was prompted by manufacturing design changes to certain metallic support panel assemblies installed in the flight deck, which resulted in insufficient electrical bonding of the panels and consequent insufficient electrical grounding of installed equipment. This AD requires modification of the electrical bonding of these assemblies to provide sufficient electrical grounding for equipment installed in the flight deck. The FAA is issuing this AD to address the unsafe condition on these products.