Results
2016-04-06: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by a determination that a repetitive test is needed to inspect the components on airplanes equipped with a certain air distribution system configuration. This AD requires doing repetitive testing for correct operation of the equipment cooling system and low pressure environmental control system, and corrective actions if necessary. This AD also requires, for certain airplanes, installing new relays and doing wiring changes to the environmental control system. We are issuing this AD to detect and correct latent failures of the equipment cooling system and low pressure environmental control system, which, in combination with a cargo fire event, could result in smoke in the flight deck and/or main cabin, and possible loss of aircraft control.
2003-04-25: This amendment adopts a new airworthiness directive (AD), that is applicable to Dowty Aerospace Propellers, R354/4-123-F/13, R354/4- 123-F/20, R375/4-123-F/21, R389/4-123-F/25, R389/4-123-F/26, and R390/ 4-123-F/27 propellers. This amendment requires a one-time inspection of the hub joint mating surfaces for fretting. This amendment is prompted by reports of fretting on the joint mating faces of propeller hubs. The actions specified by this AD are intended to prevent failure of the hub due to loose hub through bolts.
2000-20-10: This amendment adopts a new airworthiness directive (AD) that applies to certain DG Flugzeugbau (DG Flugzeugbau) GmbH Model DG 800B sailplanes. This AD requires you to measure and correct improper propeller drive belt tension. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Federal Republic of Germany. The actions specified in this AD are intended to correct improper drive belt tension and consequent engine crankshaft or connecting rod bearing damage. Such damage could result in loss of propulsion during critical phases of flight.
2008-22-19: 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: It has been found the occurrence of smoke in the flight deck originated from Pitot 1/2 and TAT 1/2 current sensor relays and [their]respective sockets, caused by poor electrical contacts between those relays and their sockets. The unsafe condition is that smoke in the flight deck may interfere with the flightcrew's ability to operate the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2003-04-23: This amendment adopts a new airworthiness directive (AD), that is applicable to Hartzell Propeller Inc. model HC-B3TN-5( ) propellers, with blades part number (P/N) T10176H(B,K)-5 or T10178H(B)-11(R) that are installed on Mitsubishi Heavy Industries, Ltd, MU-2 series airplanes. This amendment requires replacement of those blades with blades of the latest design. This amendment is prompted by a report of in-flight propeller blade separation that caused a severe out-of-balance condition, damage to the airplane, and resulted in engine shutdown and a safe landing. The actions specified by this AD are intended to prevent propeller blade separation, damage to the airplane, and possible loss of the airplane.
47-47-04: 47-47-04 PIPER: (Was Mandatory Note 8 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-1989 Inclusive, 12-1991 to 12-1993 Inclusive, 12-1997, 12-1999, 12- 2001 to 12-3443 Inclusive, 12-3461 to 12-3465 Inclusive, 12-3481, 12-3535 to 12-3542 Inclusive, 12-3553, 12-3901, 12-3903 to 12-3934 Inclusive, 12-3936, 12-3940, 12-3941, 12-3943 to 12-3954 Inclusive, 12-3961, 12-3964 to 12-3970 Inclusive, 12-3988. Compliance required prior to February 1, 1948. To prevent possible malfunctioning of the starter solenoid and damage to the starter cable installation, the following changes shall be accomplished as soon as practicable: 1. The starter solenoid, P/N 1456 shall be replaced by the solenoid, P/N 1453, or P/N 1464. 2. To eliminate the possibility of pinching by the landing gear, the starter cable installation, running from the starter solenoid forward under the fuselage to the engine, shall be rerouted in accordance with Piper Drawing SK-206. (Piper Service Bulletin No. 102 dated October 6, 1947, covers this same subject.)
70-23-02: 70-23-02 de HAVILLAND: Amendment 39-1106 as amended by Amendment 39-1124 is further amended by Amendment 39-1680. DeHavilland Aircraft Company, Ltd. Applies to all DeHavilland Model D.H. 104 Dove Series 7A, 8A, 7AXC, 8AXC airplanes modified per STC SA1554WE or SA1747WE. (a) Within the next 10 hours time in service after receipt of telegram dated October 23, 1970, unless already accomplished within the last ten hours time in service, and thereafter at intervals not to exceed twenty hours time in service from the last inspection, accomplish the following: (1) With wing weight relieved, visually inspect lower main spar cap in region of rib 4 using a 4 power glass and/or dye penetrant methods. If cracks are found, repair prior to further flight in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. (2) Determine that all tank door attachment bolts (Wing Sta. 0-40) are tight. If any bolts are found to have loosened, remove the door, check for hole elongation in the door and supporting structure, and replace the nut plates for the loose bolts. If any hole elongation is found, repair in accordance with Section (b)(2) below. (b) Within the next 200 hours time in service after receipt of this telegram, unless already accomplished within the last 800 hours time in service, and thereafter at intervals not to exceed 1000 hours time in service from the last inspection, accomplish the following: (1) With wing weight relieved, remove all tank doors (Wing Sta. 0-40) and accomplish inspections of lower spar cap, the attachment bolt holes in doors and the door supporting structure in accordance with Paragraphs 3.2 through 3.5 of Strato Engineering Company, Inc. Service Bulletin No. APA-3, Revision A, dated October 23, 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. Wings should continue to be supported until doors have been reinstalled. (2) Accomplish modification to all out-of-tolerance holes and nutplates in accordance with Section 4.0 of Strato Engineering Company, Inc. Service Bulletin No. APA-3, Revision A, dated October 23, 1970, or later FAA approved revision, or an equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) After accomplishing (b), repeat inspections outlined in (a)(1) and (a)(2) above at intervals not to exceed 200 hours time in service from the last inspection. (d) After the effective date of this amendment 39-1680 to AD 70-23-02, on those aircraft which have incorporated STC SA2438WE and the inspection access hole design provided therein, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region, the visual inspections of paragraph (a)(1) and the determination of paragraph (a)(2), above, must be performed at intervals not to exceed 500 and 250 hours time in service, respectively. These actions must be accomplished with the wing fuel tanks empty and the aircraft in the static condition. The use of a 4 power glass and/or dye penetrant method is not required. The inspection of (a)(1) must be performed both inboard and outboard of rib 4. This supersedes the telegraphic AD dated October 14, 1970, concerning this problem. Amendment 39-1106 became effective November 16, 1970 for all persons except those to whom it was made effective by telegram dated October 23, 1970, which contained this amendment. Amendment 39-1124 became effective December 11, 1970. This amendment 39-1680 is made effective July 3, 1973.
72-23-03: 72-23-03 CESSNA: Amdt. 39-1551. Applies to Models 336 (Serial Numbers 336-0001 thru 336-0195) and 337 (Serial Numbers 337-0001 thru 337-0239) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent inadvertent retraction of wing flap and to insure positive operation of the electrical wing flap actuators, accomplish the following: A) On all aircraft with more than 100 hours' time in service, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the previous 75 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service, visually inspect the actuator jack screw for condition of lubricant and presence of contamination and scale in accordance with the procedure described in Cessna Service Letter SE70-16, Supplement 1, dated July 10, 1970, or later FAA-approved revision. If any of the conditions prescribed in the inspection criteria are noted, prior to further flight, remove, clean and relubricate the actuator jack screw in accordance with Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision, or any equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. B) On all aircraft with more than 500 hours' time in service, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the previous 75 hours' time in service, remove, clean and relubricate the actuator jack screw in accordance with the procedure described in Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision, or any equivalent procedure approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region. C) In addition, on all aircraft at each annual inspection, or at intervals not to exceed 12 months, whichever occurs first, remove, clean and relubricate the actuator jack screw in accordance withthe procedure described in Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision or any equivalent procedure approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: Cessna Service Letter SE70-16, Supplement 2, dated August 28, 1970, specified some brand names of Molybdenum Disfulfide Grease. D) On or before April 1, 1973, modify the aircraft in accordance with Cessna Service Letter ME72-19, dated October 6, 1972, or later revisions. Equivalent methods of compliance with this paragraph must be approved by Chief, Engineering and Manufacturing Branch, FAA Central Region. E) Upon compliance with Paragraph D, the requirements of Paragraphs A, B, and C are no longer applicable. NOTE: The agency recommends that the procedures for maintaining the flap system as specified in applicable Cessna Service Manuals be followed. This amendment becomes effective November 10, 1972.
2023-05-02: The FAA is superseding Airworthiness Directive (AD) 2020-21- 10, which applied to certain Airbus SAS Model A318, A320, and A321 series airplanes; and Model A319-111, -112, -113, -114, -115, -131, - 132, -133, -151N, and -153N airplanes; and AD 2022-07-08, which applied to all Airbus SAS Model A318, A319, A320 and A321 series airplanes. AD 2020-21-10 and AD 2022-07-08 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2020-21- 10 and AD 2022-07-08 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations, 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.
2016-04-19: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN-235-200, CN- 235-300, and C-295 airplanes. This AD requires a general visual inspection of the rudder control system to confirm correct alignment and installation of the adjustment device, and repair if necessary. This AD was prompted by a report of disconnection of the kinematic chain from the co-pilot rudder pedals to the rudder control bars located under the cockpit floor; subsequent investigation revealed that the failure was caused by disconnection of the pedal adjustment device from the adjustment actuator. We are issuing this AD to detect and correct incorrect alignment and incorrect installation of the adjustment device, which could lead to loss of the rudder control from the affected side and possibly result in reduced control of the airplane.