Results
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.
59-18-04: 59-18-04 LOCKHEED: Applies to All Models 1049C, 1049D, 1049E, 1049G and 1049H Aircraft. Compliance required as indicated. The following inspections have been established as a result of recently found cracking in the inner wing rear spar web at Wing Station 458. At the next block overhaul or 4,000 flight-hours, whichever occurs first, on all aircraft (regardless of accumulated flight time) inspect the inner wing rear spar web at Station 458 for cracks in the upper and lower notched web area shown in Lockheed Drawing 555353. Inspection is applicable to both left and right wings. If cracks are discovered incorporate the reinforcements shown in Lockheed Drawing 555353, or equivalent. If no cracks are discovered, the reinforcements shown in Lockheed Drawing 555353 may be incorporated. Otherwise, reinspection at 4,000 flight-hour periods or block overhaul, whichever is less, is required to insure detection of cracks. (Lockheed Service Letter FS/231094 covers thissame subject.)
51-28-01: 51-28-01 CONVAIR: Applies to All Model 240 Aircraft. Compliance required as indicated. 1. Not later than the first No. 1 inspection after January 15, 1952, lag and shield propeller feathering line in the engine accessory section with asbestos tape, wire, vinylite tubing and steel-sleeve for end fittings as described in Convair Service Bulletin No. 240-419-A or in a manner to provide equivalent resistance to fire and absorption of fuel and oil. 2. Not later than March 1, 1952, revise the engine oil breather line to eliminate aluminum components as described in Convair Service Bulletin 240-419-A to use steel tubing or to use a fire resistant hose assembly. 3. Not later than first scheduled engine change after January 15, 1952, relocate fire detectors and revise detector circuits to employ split systems as described in Convair Service Bulletin Number 240-419-A. 4. Not later than the first scheduled engine change after January 15, 1952, replace fire detector wiring in all circuits forward of firewall with Rockbestos type RSS 74 Firezone wire or wire of equivalent fire resistance. (Wire conforming to Air Forces Spec. 32659 is considered equivalent.) 5. Not later than March 1, 1952, install CO2 operated engine accessory section ventilation outlet closure door. This modification is described in Convair Service Bulletin 240- 374. 6. Not later than the first scheduled engine change after March 1, 1952, either remove all aluminum fire detector terminal junction boxes located forward of the firewall and mount units on fireproof brackets, or change aluminum fire detector terminal boxes and brackets to fireproof material. 7. Not later than the first scheduled engine change after March 1, 1952, check firewalls and firewall access door fasteners to assure that no aluminum rivets or Dzus fasteners or other nonfireproof components have been installed. If any are found, they are to be replaced with fireproof components. Original firewall accessory door fasteners, which are satisfactory, have these Dzus part numbers: Studs AJ5-20 and -35; Grommet GA5-312; and Spring S5-200. 8. Not later than the first scheduled engine change after March 1, 1952, improve ADI valve sealing in accordance with Whittaker Service Bulletin Number 49-9 or install an enclosure which will provide overboard drainage if leakage occurs from this valve.
2006-10-12: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model BAe 146 airplanes and Model Avro 146-RJ airplanes. This AD requires repetitive replacement of the elevator servo tab hinge bearings, elevator servo tab mechanism bearings, elevator trim tab hinge bearings, and elevator trim tab drive rod bearings with new bearings. This AD results from reported incidents of flight control surface restrictions due to the deterioration of flight control surface bearings. We are issuing this AD to prevent corrosion of flight control surface bearings and freezing of moisture inside the bearings, due to loss of lubrication in the bearings, which could lead to flight control restrictions and result in reduced controllability of the airplane.
51-29-01: 51-29-01 BELL: Applies to All Models 47B, 47B3, 47D, 47D1 Helicopters. Compliance required as indicated. 1. Replace the tail rotor gearbox shaft, P/N 47-645-028-1 or 47-645-051-1, when it has accumulated 900 hours of operation. 2. Any shaft having already accumulated 900 hours of operation must be replaced by February 1, 1952. In the interim, conduct the following inspection after every 25 hours of operation: Remove tail rotor and inspect attachment bolt hole for cracks. Replace the shaft if a crack is found, or the hole is elongated over 0.010 inch. (Bell Service Bulletin No. 83 covers this same subject.)
2000-03-02: This amendment adopts a new airworthiness directive (AD), applicable to certain General Electric Company (GE) GE90 series turbofan engines, that requires reducing the cyclic life limits for certain fan mid shafts with undesirable microstructure, and removing from service those mid fan shafts prior to exceeding the new limits and replacing with serviceable parts. This amendment is prompted by reports of magnetic particle inspections conducted by the manufacturer identifying segregation in the raw material, resulting in lower fatigue life properties. The actions specified by this AD are intended to prevent fan mid shaft failure, which could result in a total loss of thrust and inflight engine shutdown.
70-22-01: 70-22-01 BEECH: Amendment 39-1094. Applies to Model 65-90 (Serial Numbers LJ-1 thru LJ-75) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent overheat damage and fire hazard which may result from failure of the ventilating air blower for the fuel burning heater during ground operations, accomplish the following: Within the next 50 hours' time in service, after the effective date of this AD, install Beech Differential Pressure Switch Kit No. 90-3053S in accordance with Beech Service Instruction No. 0372-412, or a later FAA approved revision or any equivalent modification submitted to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective October 24, 1970.
2003-15-02: This amendment supersedes an existing airworthiness directive (AD), applicable to all EMBRAER Model EMB-145 series airplanes, that currently requires repetitive replacement of the bleed-air check valve and associated gaskets on the bleed low-pressure lines of the engines with new parts. This amendment continues to require repetitive replacement of the bleed-air check valves and associated gaskets. Additionally, this amendment provides for optional terminating action for the repetitive replacement of bleed-air check valves by installing new improved check valves, and adds airplanes to the applicability of the existing AD. This amendment also clarifies that the replacement and follow-on actions are required for the left- and right-hand engines. The actions specified by this AD are intended to prevent failure of the bleed-air check valves on the bleed low-pressure lines of the engines, which could result in engine compressor stall and consequent flameout of the affected engines.This action is intended to address the identified unsafe condition. DATES: Effective August 28, 2003. The incorporation by reference of EMBRAER Service Bulletin 145-36-0011, dated January 28, 2000; and Change No. 01, dated March 23, 2000; as listed in the regulations; is approved by the Director of the Federal Register as of August 28, 2003. The incorporation by reference of EMBRAER Alert Service Bulletin 145-36-A011, dated March 19, 1999, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 2, 1999 (64 FR 26835, May 18, 1999).
2020-19-09: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.A. Model AW169 helicopters and certain Leonardo S.p.A Model AW189 helicopters. This AD was prompted by a report of a broken extrusion rubber window seal. This AD requires installation of a reinforcement around the rubber filler wedge where the extrusion rubber window seal meets the door's emergency exit handle. The FAA is issuing this AD to address the unsafe condition on these products.
2015-17-01R1: The FAA is removing AD 2015-17-01, which applied to certain Airbus Helicopters Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters. AD 2015-17-01 required inspections of each tail rotor pitch horn assembly (pitch horn) for a crack, replacement of a cracked pitch horn, and a repetitive visual inspection of certain pitch horns. AD 2015-17-01 is no longer necessary because the cause of the unsafe condition has been removed from all affected helicopter models. Accordingly, the FAA is removing AD 2015-17-01.
2000-02-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-300, -400 and -500 series airplanes, that requires replacement, with new parts, of the existing actuators or the rod ends on the existing actuators at wing leading edge slat positions 1, 2, 5, and 6. This amendment is prompted by reports indicating that the rod ends on several leading edge slat actuators have fractured. The actions specified by this AD are intended to prevent fatigue cracking of the rod ends of the leading edge slat actuators, which could result in uncommanded deployment of the wing leading edge slat and consequent reduced controllability of the airplane.
52-29-01: 52-29-01 HILLER: Applies to All Models UH-12, -12A, -12B Helicopters. Compliance required by February 1, 1953, and thereafter following any unusually hard landing, or following any maintenance work requiring loosening of the cardan joint assembly attachment to fuselage, or removal of the forward tail rotor drive tube or tail boom assembly. Separation of the components of the forward tail rotor drive slip joint assembly, and eventual power loss to the tail rotor, may result from a severely hard landing, or from misalignment of the yoke, and cam followers of the "T" fitting following tail rotor drive system maintenance work of the nature described above. The condition may not be detected immediately, as it is possible to transmit torque to the tail rotor with the "T" fitting cam followers bearing on the outside of the yoke fingers. Failure of the "T" fitting under such conditions, however, will eventually result. The following procedure, or equivalent, is necessary to permit inspection for proper alinement at the times specified by the compliance requirements above. On the outboard surface of the fingers of the yoke, and adjacent to the slot, lightly scribe two marks; one at 0.72 inch and one at 0.78 inch aft of the closed end of the yoke slot. Then lightly scribe a mark through exact center of bearing cap on cam follower, at right angles to the yoke slot. With the helicopter at rest in a level attitude the line on the bearing cap of the cam follower must lie within the marks scribed on the yoke fingers. If correction is found necessary, refer to the Maintenance Manual, Section V, subsections 5-206-5-223. The following part numbers are given for reference: UH-12B (Military HTE-2, H-23B) Yoke P/N 24539-1. "T" Assembly P/N 24564-3. Fwd. Slip Joint Assy. P/N 24565. UH-12, -12A (Military HTE-1, H-23A): Yoke P/N 24523-1. "T" Fitting P/N 24526-1. Cam Followers P/N 24543-2. Fwd. Slip Joint Assy. P/N24500-9. The following Military Publications cover this subject: Navy BuAer Dispatch 131746Z September 13, 1952. Air Force TO 01-255HB-31, September 19, 1952. (Hiller Field Service Letter CD-2992 covers this procedure.)
2006-10-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model BD-100-1A10 airplanes. This AD requires an inspection for signs of arcing or heat damage of the electrical connections of the terminal blocks, ground studs, and the end of the wires and surrounding insulation for the windshield and side window anti-ice systems; and repairing any arced or damaged electrical connection. This AD also requires re-torquing electrical connections of the terminal blocks and ground studs for the windshield and side window anti-ice systems. This AD results from an in-service incident involving smoke and odor in the cockpit. We are issuing this AD to prevent loose electrical connections that could arc and overheat, and cause wiring damage of the windshield and side window anti-ice systems. Such wiring damage could result in smoke and/or fire in the flight compartment.
2020-19-12: The FAA is superseding Airworthiness Directive (AD) 2018-21-04 for Glasflugel Models Club Libelle 205, H 301 ''Libelle,'' H 301B ''Libelle,'' Kestrel, Mosquito, Standard ''Libelle,'' and Standard Libelle-201B gliders. 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 jamming between the double two-ring end of the towing cable and the deflector angles of the center of gravity (C.G.) release mechanism. The FAA is issuing this AD to address the unsafe condition on these products.
2000-01-11: This amendment supersedes an existing emergency priority letter airworthiness directive (AD), applicable to Eurocopter Deutschland GMBH (ECD) Model MBB-BK 117 helicopters, that currently requires, before further flight, creating a component log card or equivalent record and determining the age and number of flights on the tension-torsion (TT) strap. The AD also requires inspecting and removing, as necessary, certain unairworthy TT straps. This amendment requires the same actions as the emergency priority letter AD but clarifies the compliance requirements specified in the emergency priority letter AD. This amendment is prompted by an accident in which a main rotor blade (blade) separated from a helicopter due to fatigue failure of a TT strap. The actions specified by this AD are intended to prevent failure of a TT strap, loss of a blade, and subsequent loss of control of the helicopter.
56-16-04: 56-16-04 UNIVERSAL (Globe): Applies to Models GC-1A and GC-1B Aircraft. To be accomplished as soon as possible but not later than September 15, 1956. It has been reported that the landing gear was replaced with an E.L.I. type gear (air-oil) on a Globe Model GC-1B airplane with a serial number higher than 196. A subsequent failure of one of the aluminum alloy torque knees resulted in the loss of the left landing gear and damage to the airplane. It is probable that the Adel aluminum alloy knee was substituted for the regular P/N 64A40 forged steel knee. The Adel aluminum alloy knee is not a suitable replacement on the E.L.I. gear assembly, since it does not provide for the extension stop, P/N 64A31. To preclude similar occurrences, all aircraft not equipped with Adel main landing gear struts must replace the aluminum alloy torque knees with forged steel knees. 1. On aircraft equipped with Adel struts, the Adel forged aluminum torque knee assembly is satisfactory and may be retained. 2. Forged steel knees, E.L.I. P/N 64A40 are suitable as replacements on all types of landing gear units. This supersedes AD 46-33-01.
68-10-08: 68-10-08 CANADAIR: Amendment 39-601. Applies to CL-44 Type airplanes. Compliance required as indicated. To detect cracks in the main landing gear actuator attachment brackets, P/N 44-87571-2, which have accumulated 14,500 or more hours' time in service as of the effective date of this AD, accomplish the following: (a) Prior to each flight after the effective date of this AD visually inspect for cracks the upper and lower lugs of the four main landing gear actuator attachment brackets. (b) Within the next 50 hours' time in service after the effective date of this AD unless accomplished within the last 200 hours' time in service and at intervals thereafter not to exceed 250 hours' time in service from the last inspection, remove the four brackets and inspect the upper and lower lugs for cracks using dye penetrant and a glass of at least 10-power or an FAA-approved equivalent inspection. (c) Within the next 500 hours' time in service after the effective date of this AD unless already accomplished, install spacers, P/N 44-87639 or an FAA-approved equivalent part in accordance with Canadair Service Bulletin No. CL44-474 dated April 8, 1968 or later revisions approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region or perform an equivalent installation approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) Replace cracked parts with a part of the same part number or an FAA-approved equivalent part before further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement part can be installed, provided the main landing gear remains in the down and locked position with the landing gear lock pins installed. (e) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, upon receipt of substantiating data through an FAA Maintenance Inspector. (f) Equivalent parts and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (Canadair Ltd. Service Information Circular No. 370-CL44 dated April 8, 1968, pertains to this subject.) This amendment is effective May 21, 1968.
2000-01-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Rolladen Schneider Flugzeugbau GmbH (Rolladen Schneider) Model LS6-c sailplanes. This AD requires that you accomplish the following: - install a deflector on the cockpit instrument panel for sailplanes equipped with an instrument panel that is 40 centimeters (15.75 inches) wide; - inspect the canopy emergency jettison system on all sailplanes; and - adjust the system, as necessary, for all sailplanes, including installing a deflector for sailplanes equipped with an instrument panel that is not 40 centimeters (15.75 inches) wide if proper clearance is not met. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to assure that the instrument panel does not jam against the canopy frame of the emergency jettison system. This could restrict the pilot's ability to safely exit the sailplane.
99-27-13: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 050 series airplanes. This action requires using a torque wrench to repetitively tighten the screws for the attachment of the leading edges of the elevators, rudder, and ailerons. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent loose attachment screws on the leading edges of the elevators, rudder, and ailerons due to vibration, which could result in interference with adjacent structure and consequent reduced controllability of the airplane.