Results
96-09-28: This amendment supersedes an existing airworthiness directive (AD), applicable to all Aerospatiale Model ATR-42 and ATR-72 series airplanes. Unless modifications are accomplished or alternative procedures and training are adopted, that AD currently prohibits operation of the airplane in certain icing conditions, and requires restrictions on the use of the autopilot in certain conditions. That AD was prompted by an FAA determination that, during flight, in certain icing conditions, and with the airplane in a specific flight configuration, a ridge of ice can form on the wing and cause an interruption in the airflow over the ailerons, aileron deflection, and resultant lateral control forces. The actions specified by that AD are intended to prevent a roll upset from which the flight crew may be unable to recover. This action adds requirements for modification of the deicing boots on the leading edge of the wing and various follow-on actions. This action also removes certainlimitations and procedures.
2021-14-02: The FAA is adopting a new airworthiness directive (AD) for all Aircraft Industries a.s. Models L-420, L 410 UVP-E20, and L 410 UVP-E20 CARGO airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as cracking of the retaining bolt on the nose landing gear (NLG) control. The FAA is issuing this AD to address the unsafe condition on these products.
92-16-12 R1: 92-16-12 R1 BRITISH AEROSPACE: Amendment 39-8702. Docket 93-NM-157-AD. Revises AD 92-16-12, Amendment 39-8321. Applicability: Model DH/BH/HS/BAe 125 series airplanes, as listed in British Aerospace Service Bulletin SB.53-74-3193C&D, Revision 1, dated March 12, 1992; certificated in any category. NOTE 1: Model BAe 125-1000A airplanes are not affected by this AD. Compliance: Required within 4 months after the effective date of this AD, unless accomplished previously. To prevent fire in the tail cone, accomplish the following: (a) Install fluid vent masts on the undercarriage fairing, and plug certain existing vent holes, in accordance with British Aerospace Service Bulletin SB.53-74-3193C&D, dated January 7, 1992; or Revision 1, dated March 12, 1992. (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 2: 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 installation shall be done in accordance with British Aerospace Service Bulletin SB.53-74-3193C&D, dated January 7, 1992; or British Aerospace Service Bulletin SB.53-74-3193C&D, Revision 1, dated March 12, 1992. (The issuance date of Revision 1 of this service bulletin appears only on page 1 of the document.) The incorporation by reference of the former service bulletin was approved previously by the Directorof the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of September 28, 1992 (57 FR 38266, August 24,1992). The incorporation by reference of the latter service bulletin 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment is effective on September 28, 1992.
2021-13-03: The FAA is adopting a new airworthiness directive (AD) for certain Safran Helicopter Engines, S.A. (Safran Helicopter Engines) Arriel 2B, 2B1, 2C, 2C1, 2C2, 2S1 and 2S2 model turboshaft engines. This AD was prompted by reports of non-conforming fuel filter pre- blockage pressure switches. This AD requires repetitive visual inspections of the fuel filter by-pass indicator pop-up, a one-time operational test of the fuel filter pre-blockage pressure switch and, depending on the findings, replacement of the fuel filter pre-blockage pressure switch with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
98-01-06: This amendment supersedes an existing airworthiness directive (AD), applicable to Precision Airmotive Corporation carburetors, that currently requires the inspection of those carburetors equipped with a two-piece venturi at each annual inspection to determine if the primary venturi is loose or missing, and requires the replacement of a two-piece venturi with a one-piece venturi within 48 months after the effective date of the existing AD. This amendment eliminates the requirement to install a one-piece venturi, and allows the installation of a one-piece venturi on affected carburetors as an optional terminating action; or, requires repetitive inspections of a two-piece venturi on affected carburetors. This AD also adds an additional carburetor model, and requires the installation of a new fuel nozzle on certain carburetors when a one-piece venturi is installed. This amendment is prompted by service difficulty reports describing engines that fail to attain rated power, runrough, or experience power loss after installation of a one-piece venturi in accordance with the existing AD, and by incidents of forced landings of aircraft powered by engines modified to comply with the existing AD. The actions specified by this AD are intended to prevent disruption of fuel flow to the engine resulting in failure to attain rated power, power loss in flight, and forced landings.
98-01-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050 series airplanes. This action requires modification of the air outlet opening of the engine air bypass duct. 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 accumulation of ice in the engine air intake duct and subsequent ingestion of ice into the engine, which could result in engine power fluctuations and reduced controllability of the airplane.
2021-12-07: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) BR700-710A1-10, BR700-710A2-20 and BR700-710C4-11 model turbofan engines. This AD was prompted by an investigation by RRD, which revealed a quality escape during the high-pressure turbine (HPT) stage 1 disk rim cooling air hole manufacturing process. This AD requires removing affected HPT disks from service prior to reaching specified compliance times or at the next engine shop visit, whichever occurs first. The FAA is issuing this AD to address the unsafe condition on these products.
2021-13-04: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS332C, AS332C1, AS332L, and AS332L1 helicopters. This AD was prompted by a report of a yaw control failure that was the result of the disconnection of the tail rotor hub (TRH) pitch control rod from the tail rotor servo-control, which resulted from a seized TRH bearing. The TRH bearing had grease dissolving after contamination by leaked hydraulic fluid from the tail rotor servo- control that came through the TRH assembly boot. This AD requires repetitive inspections for hydraulic leaks, corrective actions if necessary, and an optional modification which constitutes terminating action, 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.
97-26-22: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-120 series airplanes. This action requires a one-time inspection of the movable backstop of the elevator pitch trim command system to ensure that it is installed correctly, and corrective action, if necessary. This action also requires installation of a guide to maintain the movable backstop in its correct position. 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 a sudden change in pitch attitude caused by autopilot disconnect, which could result in reduced controllability of the airplane.
2004-06-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330-301, -321, -322, -341, and -342 series airplanes; and certain Model A340 series airplanes, that requires inspecting for and repairing cracking of the wire harness slots in the inner rear spars of the wings between ribs 4 and 5, and cold-expanding crack-free wire harness slots and bolt holes. This action is necessary to prevent cracking of the wire harness slot, which could result in reduced structural integrity of the wing. This action is intended to address the identified unsafe condition.
65-19-03: 65-19-03\tBOEING: Amdt 39-118 Part 39 Federal Register August 24, 1965. Applies to Models 707 and 720 Series Airplanes Listed in Boeing Service Bulletin No. 2014 (R-2). \n\tCompliance required as indicated. \n\n\t(a)\tFor Model 720 Series airplanes with 4,500 or more hours' time in service on the effective date of this AD, comply with (c) within the next 600 hours' time in service, unless accomplished within the last 600 hours' time in service, and thereafter at intervals not to exceed 1,200 hours' time in service from the last inspection. \n\n\t(b)\tFor Model 720 Series airplanes with less than 4,500 hours' time in service on the effective date of this AD, comply with (c) before the accumulation of 5,100 hours' time in service, unless accomplished after the accumulation of 3,900 hours' time in service, and thereafter at intervals not to exceed 1,200 hours' time in service from the last inspection. \n\n\t(c)\tInspect visually for cracks in the left-hand and right-hand frames at Body Stations 760 and 780 on Model 720 Series airplanes except 720-025 Series and at Body Station 800 on all Model 720 Series airplanes in the vicinity of waterline 208.1 (top of floor beam). If cracks are found, rework the frames before further flight in accordance with paragraph 3 of Boeing Service Bulletin No. 2014(R-2) or later FAA-approved revision; Boeing Structural Repair Manual D6- 1891, paragraph 53-3-5, page 1; or a method approved by the Aircraft Engineering Division, FAA Western Region. The repetitive inspections required by (a) and (b) of this AD may be discontinued when cracked frames have been reworked in accordance with this paragraph, or when uncracked frames have been reworked in accordance with Boeing Drawing 65-42173, or a method approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tFor Model 707 Series airplanes with 10,000 or more hours' time in service on the effective date of this AD, comply with (f) within the next 600 hours' time in service, unless accomplished within the last 600 hours' time in service, and thereafter at intervals not to exceed 1,200 hours' time in service from the last inspection. \n\n\t(e)\tFor Model 707 Series Airplanes with less than 10,000 hours' time in service on the effective date of this AD, comply with (f) before the accumulation of 10,600 hours' time in service, unless accomplished after the accumulation of 9,400 hours' time in service, and thereafter at intervals not to exceed 1,200 hours' time in service from the last inspection. \n\n\t(f)\tInspect visually for cracks in the left-hand and right-hand frames at Body Station 800 in the vicinity of waterline 208.1 (top of floor beam). If cracks are found, rework the frames before further flight in accordance with paragraph 3 of Boeing Service Bulletin No. 2014(R-2) or later FAA-approved revision; Boeing Structural Repair Manual D6-1649, paragraph 53-3-5, page 1, for 707-100/200 Series airplanes, and Boeing Structural Repair Manual D6-2962 for 707- 300/400 Series airplanes; or a method approved by the Aircraft Engineering Division, FAA Western Region. The repetitive inspections required by (d) and (e) of this AD may be discontinued when cracked frames have been reworked in accordance with this paragraph, or when uncracked frames have been reworked in accordance with Boeing Drawing 65-42173, or a method approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tUpon request of an operator, an FAA maintenance inspector, with prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals required by this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for the operator. \n\n\tThis directive effective September 23, 1965.
2021-14-15: The FAA is superseding Airworthiness Directive (AD) 2002-08-16 for certain Eurocopter France SA341G, SA342J, and SA-360C helicopters. AD 2002-08-16 required removing certain main rotor head torsion tie bars (tie bars) from service and revising the limitations section of the existing maintenance manual for your helicopter by adding life limits for certain other tie bars. This AD was prompted by the determination that another part-numbered tie bar is affected by the same unsafe condition. This AD continues to require removing certain tie bars from service and establishing a life limit for certain other tie bars. The FAA is issuing this AD to address the unsafe condition on these products.
72-12-04: 72-12-04 CESSNA: Amdt. 39-1459. Applies to Models 401 and 402 series airplanes. Compliance: Required within 50 hours' time in service after the effective date of this AD, unless already accomplished. To assure proper support of fuel lines and to eliminate chafing of fuel lines with possible fire hazard due to fuel leakage in the wing leading edge, accomplish the following: A) On airplanes (Serial Numbers 401-0001 thru 401-0225 and 402-0001 thru 402-0225, except 402-0171, 402-0172, 401-0189, 402-0191, 401-0197, 402-0209, 402-0210, 402-0212, 401-0214 thru 401-0225, and 402-0214 thru 402-0225), remove the engine cowling, turbo supercharger and the firewall access opening for both engines. Visually inspect the fuel crossfeed lines for chafing at the firewall vertical stiffeners. Replace chafed fuel lines with a serviceable part and install fuel line support clamps in accordance with Cessna Service Letter ME68-6, dated April 16, 1968, or later revision, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Maintain a minimum of .50 inch clearance between the fuel crossfeed lines and the firewall vertical stiffener. Replace firewall access plate using AN515-8R5 or equivalent screws or screws removed from firewall that do not exceed 5/16 inches in length. B) On airplanes (Serial Numbers 401-0001 thru 401A0010 and 402-0001 thru 402-0319 except 401A0001, 401A0003, 402-0218, 402-0298 and 402-0317), remove all inspection access plates in wing leading edge outboard of the engine nacelle and visually inspect main fuel supply and vapor return lines for chafing. Replace chafed fuel lines with a serviceable part and install fuel line support clamps in accordance with Cessna Service Letter ME68-27, dated December 27, 1968, or later revision, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. C) On airplanes (Serial Numbers 401-0226 thru 401B0216 and 402-0226 thru 402B0220: (1) Remove the engine cowling and screws from the firewall vertical stiffener as shown in Cessna Service Letter ME72-11, dated May 26, 1972, or later revision. (2) If screws removed are more than .312 inches in length, remove firewall inspection plate and inspect fuel crossfeed lines for chafing and replace any chafed fuel line with a serviceable part. (3) Replace screws removed from firewall vertical stiffener with MS35266-60 screws. Cessna Service Letter ME72-11, dated May 26, 1972, or later revision, pertains to the subject matter of this paragraph. This amendment becomes effective June 16, 1972.
70-12-02: 70-12-02 BEECH: Amdt. 39-1001. Applies to Models 36 and A36 (Serial Numbers E-1 through E-201) Airplanes. Compliance: Required as indicated, unless already accomplished. To effect compliance with a certification regulatory requirement, accomplish the following: Within 50 hours' time in service after the effective date of this AD, modify the seat tracks on the two center seats in accordance with Beechcraft Service Instructions No. 0343-314, or an equivalent method approved by the Chief, Engineering & Manufacturing Branch, FAA, Central Region. This amendment becomes effective June 9, 1970.
2011-08-11: We are superseding an existing airworthiness directive (AD) that applies to 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: During the period 2001/2002, skin cracking was found adjacent to the butt joint forward of frame 19 * * *. The cracks emanated from chemically-etched pockets on the internal surface of the skin. * * * [C]racking in multiple adjacent bays * * * could compromise the structural integrity of the fuselage in the event that the multiple cracks joined into a single crack. * * * During 2008, a further report was received at BAE Systems of a 13.78 inch crack in an AVRO 146-RJ that occurred 514 flight cycles (FC) short of the next 4 000-FC repetitive inspection interval. * * * * * * * * We are issuing this AD to require actionsto correct the unsafe condition on these products.
97-26-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Hawker 1000 series airplanes, that requires modifying the aft core cowl nozzles of the engine nacelles. This amendment is prompted by a report indicating that the sealant on the core cowl nozzles may extend higher than the forward flange of the core cowl nozzles, which could result in contact between the cowl sealant surface and the lever of the engine mechanical over- speed control system. The actions specified by this AD are intended to prevent such contact, which could cause the over-speed system to function improperly and consequent engine structural failure.
2011-08-05: 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: The ball screw nut assemblies of the first 70 Trimmable Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were fitted with an upper attachment gimbal having a thickness of 58 mm (2.28 in), which is different from the design of the final production standard. The gimbal installed on the subsequent THSAs (final production standard) is more robust, having a thickness of 70mm (2.76 in). During the fatigue life demonstration of the THSA upper attachment primary load path elements, only a gimbal having a thickness of 70mm (2.76 in) was used. Thereafter, no additional justification work to demonstrate the robustness of the upper attachment fitted with a gimbal of 58 mm was accomplished. In case of failure of this gimbal, the THSA upper attachment primary load path would be lost and the THSA upper attachment secondary load path would engage. Because the upper attachment secondary load path will only withstand the loads for a limited period of time, the condition where it would be engaged and not detected could lead to failure of the secondary load path, which would likely result in loss of control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
73-12-06: 73-12-06 GRUMMAN: Amdt. 39-1657. Applies to Grumman Models G-21 and G-21A Type Airplanes (Army OA-9, Navy, JRF-1 through JRF-6B under TC654) certificated in all categories. Compliance required as indicated: 1. To prevent hazards in flight associated with the failure of the elevator torque tube assembly P/N 12755, rudder torque tube assembly P/N 12756, L.H. and R.H. rudder pedal torque tube assemblies P/N's 12757, 12758 and hinge support assembly P/N 12725, located below the cockpit floor, visually inspect these assemblies for cracks and corrosion within one month after the effective date of this A.D. unless already accomplished within the last eleven months and thereafter at intervals not to exceed twelve months in service from the last inspection. 2. On assemblies having 3000 hours or more time in service or exceeding 36 months in service, within one month's time in service after the effective date of this A.D. unless already accomplished within the last 23 monthsand thereafter at intervals of 2000 hours in service but not exceeding 24 months in service, remove and disassemble the elevator torque tube assembly P/N 12755, rudder torque tube assembly P/N 12756, the L.H. and R.H. rudder pedal torque tube assembly P/N's 12757 and 12758, and hinge support assembly P/N 12725. Inspect all parts for corrosion or cracks, using visual and dye penetrant or magnaflux inspection methods. 3. Before further flight, repair or replace corroded parts and replace cracked parts with new parts or with a used part inspected in accordance with this AD or with an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, except that the aircraft may be flown in accordance with FAR 21.197. 4. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, may adjust the repetitive inspection interval specified in this AD. This AD supersedes AD 72-13-05. This amendment is effective June 14, 1973.
2021-11-51: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2522-A5, V2524-A5, V2527- A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 model turbofan engines. This AD was prompted by a review of investigative findings from an event involving an uncontained failure of a high-pressure turbine (HPT) 1st-stage disk that resulted in high-energy debris penetrating the engine cowling. This AD requires an ultrasonic inspection (USI) of affected HPT 1st-stage disks and HPT 2nd-stage disks and, depending on the results of the USI, removal of the affected HPT 1st-stage and HPT 2nd-stage disks from service. The FAA previously sent an emergency AD to all known U.S. owners and operators of these engines and is now issuing this AD to address the unsafe condition on these products.
2004-06-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires replacement of the existing main landing gear (MLG) leg assembly with a modified assembly. This action is necessary to prevent fatigue damage of the MLG leg, which could result in collapse of the MLG. This action is intended to address the identified unsafe condition.
2021-12-18: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, A330-200 Freighter, A330-300, A340-200, and A340-300 series airplanes. This AD was prompted by a report that the auxiliary power unit (APU) aft fuel pump printed circuit board (PCB) varnish had deteriorated; the varnish is one of the layers of protection against development of an ignition source. This AD requires replacing each affected APU aft fuel pump, 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.
68-10-02: 68-10-02\tBOEING: Amendment 39-595. Applies to Model 707 and 727 Series airplanes equipped with G. E. cargo door and escape hatch heater blankets P/N 8921165G1 through G7, Boeing P/N 10-60911-9 through -15, which have not been modified in accordance with General Electric Service Bulletin No. SB-2 dated October 4, 1967, including Modification No. 2 dated December 11, 1967. \n\n\tCompliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent fires in the cargo door and escape hatch heater blankets, accomplish the following: \n\n\t1.\tDeactivate the "Passenger Cabin Blanket Heater" switch on the flight engineer's panel and placard switch "Inoperative", and deactivate the "Main Cargo Door Heater" circuit breaker or breakers on the pilot's overhead circuit breaker panel. Secure the circuit breaker(s) in the "OFF" position to prevent inadvertent activation, and placard the breaker(s) "Inoperative". \n\n\t2.\tDeactivate the "Passenger Cabin Blanket Heater" switch on the flight engineer's panel and placard it "Inoperative" and deactivate the "Escape Hatch Heater" circuit breaker or breakers on the pilot's overhead circuit breaker panel. Secure the circuit breaker(s) in the "OFF" position to prevent inadvertent activation, and placard the circuit breaker(s) "Inoperative". \n\n\t3.\tThe heater blankets may be re-activated upon accomplishment of G.E. Service Bulletin No. SB-2 dated October 4, 1967, including Modification No. 2 dated December 11, 1967, or an equivalent approved by the Chief, Aircraft Engineering Division, Western Region. \n\n\tThis amendment becomes effective May 11, 1968.
69-08-05: 69-08-05 BRITISH AIRCRAFT CORPORATION: Amdt. 39-749. Applies to Model BAC 1-11, 200 and 400 Series airplanes. Compliance required within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished. To ensure that the shear pin which is installed within the Elevator Centralizing Spring Pots, Part Numbers AB34-A881, A3003, A3017, A3019, and A3021 remains effective, remove and disassemble the spring pots from the right and left elevators and modify in Accordance with BAC 1-11 Service Bulletin No. 27-A-PM 3536 or later ARB-approved issue, or FAA-approved equivalent. This amendment becomes effective May 11, 1969.
2004-06-02: This amendment adopts a new airworthiness directive (AD); applicable to certain Airbus Model A319, A320, and A321 series airplanes; that requires replacing the lower guide rod fittings at the rear passenger doors with improved fittings. This action is necessary to prevent failure of a lower guide rod fitting, which could cause a rear passenger door to jam during opening, delaying an emergency evacuation and resulting in injury to passengers or crew members. This action is intended to address the identified unsafe condition.
2021-12-17: The FAA is adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport Regional Model ATR42-300, - 320, and -500 airplanes; and all Model ATR72-101, -102, -201, -202, - 211, -212, and -212A airplanes. This AD was prompted by reports of defective seat tracks. This AD requires a detailed visual inspection of each affected part for deficiencies (sealant blockage and out of tolerance ligaments), and depending on findings, accomplishment of applicable corrective actions, 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.