Results
47-50-11: 47-50-11 STINSON: Applies to 108 Series Aircraft. Compliance required prior to March 1, 1948. The front ash trays shall be modified to the self-contained type or a "No Smoking" placard installed. (Stinson Service Bulletin No. 246 covers a satisfactory method of modifying these ash trays.)
2004-13-07: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. This AD requires operators to determine the flight cycles accumulated on each component of the main landing gear (MLG) and the nose landing gear (NLG), and to replace each component that reaches its life limit with a serviceable component. This AD also requires operators to revise the Airworthiness Limitations section of the Instructions for Continued Airworthiness in the aircraft maintenance manual to reflect the new life limits. This action is necessary to prevent failure of certain components of the MLG and the NLG, which could result in failure of either or both landing gears, and consequent damage to the airplane and injury to passengers or crewmembers. This action is intended to address the identified unsafe condition.
2012-14-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of fatigue cracks in the lap joints, which initiated at scribe lines that were made during production when maskant was removed from the affected skin panels during the chemical milling process. This AD requires repetitive external phased-array ultrasonic inspections to detect cracks of the affected fuselage skin lap splices in Sections 41, 43, and 44, as applicable, and repair if necessary. We are issuing \n\n((Page 42963)) \n\nthis AD to detect and correct such fatigue cracking, which could grow large and cause sudden decompression and the inability to sustain limit flight and pressure loads.
2021-26-06: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90 model turbofan engines. This AD was prompted by two separate in-flight shutdowns (IFSDs) resulting from failure of the transfer gearbox (TGB) radial bevel gear (TGB radial gearshaft). This AD requires visual inspection of the TGB radial gearshaft and, depending on the results of the inspection, replacement of the TGB radial gearshaft. The FAA is issuing this AD to address the unsafe condition on these products.
49-27-03: 49-27-03 DOUGLAS: Applies to All Models C54-DC and DC-4 Series Aircraft. \n\n\tTo be accomplished as indicated below: \n\n\t1.\tPrior to 5,000 hours total airplane time, or at next scheduled inspection at which necessary facilities are available, on airplanes with more than 5,000 hours total time, inspect nose gear yoke and fittings, P/N 5087950 and either 5087951 or 5180402 to determine if the 1/2-inch radius fairs in properly with the journal. All parts having a poor radius condition must be replaced immediately with parts having the correct radius fairing into the journal. This inspection does not have to be repeated if already accomplished. \n\n\t2.\tParts having a good radius must be replaced at each 17,500 hours airplane operation time. If the replacement parts have been shotpeened, as per Douglas Aircraft Co. recommendations, the replacement time may be extended to 30,000 hours airplane operation time. \n\n\t3.\tUnused parts having a poor radius may be used, after being reworkedaccording to Douglas Aircraft Co. recommendations. \n\n\t4.\tAll used nose hear yoke end fittings having not more than 17,500 hours total time may be reinstalled and used for a total time of 30,000 hours if Zyglo inspection reveals no cracks; the radius of the journal is properly reworked to meet the limiting dimensions of Douglas E. C. 1361954 and the part is shotpeened in accordance with Douglas Aircraft Co. standards. \n\n\t5.\tAt the time of replacement of parts as per item 1, or at the next major aircraft overhaul period, rework bushing, P/N 1087938, to incorporate a 1/8-inch radius on the inside diameter at the flanged end of the bushing. Rework ring, P/N 2103390, by providing a 0.031-inch radius on the inside edges. \n\n\t(Douglas Service Letters A-214-T.51/WBM dated January 7, 1948; A-214 TS2249/WBM dated November 25, 1947; and A-214-TS-1572/WBM dated October 20, 1947, cover the above.) \n\n\tThis supersedes AD 48-24-02.
2004-13-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-102, -103, -106, -201, - 202, -301, -311, and -315 airplanes, that requires rework/retrofit of the wardrobe shelf assembly. This action is necessary to prevent the wardrobe shelf and attached equipment separating from the attachment in the event of a hard landing, which could impede the egress of passengers in the event of an emergency evacuation. This action is intended to address the identified unsafe condition.
2021-26-18: The FAA is superseding Airworthiness Directive (AD) 2020-21-01 for certain Airbus Helicopters Model AS-365N2, AS 365N3, EC 155B, EC155B1, and SA-365N1 helicopters. AD 2020-21-01 required modifying the main gearbox (MGB) tail rotor (T/R) drive flange installation. This AD was prompted by several reported occurrences of loss of tightening torque of the Shur-Lok nut, which serves as a retainer of the MGB T/R drive flange. This AD continues to require modifying the MGB T/R drive flange installation, and includes additional helicopters in the applicability for the required actions. The FAA is issuing this AD to address the unsafe condition on these products.
2012-14-07: We are adopting an airworthiness directive (AD) superseding an existing airworthiness directive for Bell Helicopter Textron Canada (Bell) Model 407 and 427 helicopters. The existing AD requires inspecting certain hydraulic servo actuators (servo) to determine whether the shaft turns independently of the nut or the clevis assembly, and additional actions based upon the inspection's outcome. The AD also requires reidentifying the servo. Since we issued that AD, Bell has learned that additional servos may need repair or removal. This AD expands the scope of the current AD to include inspections for all servos, and requires that servos meeting inspection requirements be marked with the letter ``V'' after the part number on the data plate. The actions are intended to detect any loose or misaligned parts in the servo that could lead to failure of the servo and subsequent loss of helicopter control.
2021-24-12: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by significant changes, including new or more restrictive requirements, made to the airworthiness limitations (AWLs) and Critical Design Configuration Control Limitations (CDCCLs) related to fuel tank ignition prevention, the engine fuel suction feed system, and the nitrogen generation system. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
2001-24-07 R1: This amendment revises an existing airworthiness directive (AD), for the Agusta S.p.A. (Agusta) Model A109C, A109E, and A109K2 helicopters, that currently requires inspecting the main rotor blade (blade) tip cap for bonding separation and a crack, and also requires a tap inspection of the tip cap for bonding separation in the blade bond area and a dye-penetrant inspection of the tip cap leading edge along the welded joint line of the upper and lower tip cap skin shells for a crack. This amendment requires those same actions, but corrects a blade part number (P/N) that was stated incorrectly in the Applicability section of the existing AD. This amendment is prompted by the need to correct a blade P/N. The actions specified by this AD are intended to prevent failure of a blade tip cap, excessive vibration, and subsequent loss of control of the helicopter.
2004-05-12 R1: The FAA is revising an existing airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. That AD currently requires repetitive inspections of the left and right engine throttle control gearboxes for wear, and corrective action if necessary. This AD limits the applicability of the existing AD, extends the compliance time for the initial inspection, and clarifies the reporting requirement. This AD is prompted by numerous failures of the engine throttle control gearbox, some of which resulted in an in-flight engine shutdown. We are issuing this AD to prevent excessive wear of the gearboxes and subsequent movement or jamming of the engine throttle; movement of the throttle towards the idle position brings it close to the fuel shut-off position, which could result in an in-flight engine shutdown.
2012-14-05: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, and A320 series airplanes. This AD was prompted [[Page 41887]] by reports of unsuccessful slide deployments during scheduled deployment tests, and failed functional tests of the release travel of the slide release mechanism. This AD requires inspecting the off-wing slide release cables on the left- and right-hand sides to determine whether a certain part number is installed, and replacement if necessary. We are issuing this AD to prevent non-availability of left- or right-hand off-wing exit slides that could impair emergency evacuation of the passengers and flightcrew, and could result in personal injuries.
55-18-01: 55-18-01 CONVAIR: Applies to All Models 240 and 340 Aircraft. Compliance required as soon as practicable but not later than January 1, 1957. 1. Because of instances of inadvertent propeller reversing due to malfunctioning of the solenoid operated throttle locks and improper operation of throttles at time of touchdown on landing, a more positive means of preventing inadvertent movement of the throttles into the reverse segment of the throttle quadrant must be installed. 2. This modification consists of the installation of a protective device which will require a separate and distinct motion by the flight crew member accomplishing the reversing, in order to place the throttles in the reverse pitch range. It must also provide safeguards against disarming or unlocking of this protective device when the throttle levers are further forward than idle setting or, if it is possible to unlock at a forward power setting; movement of the throttles toward idle from slow cruise orlanding gear warning positions shall reengage the lock prior to reaching the idle position. 3. Convair Bulletins Numbers 240-460A and 340-141A covering this modification are an acceptable method of compliance. Alternate designs may be acceptable if the objectives of this directive, as expressed in paragraph 2 have been met. However, because of the many technical considerations involved, all alternate methods of accomplishing this modification should be referred to FAA for engineering evaluation and approval.
47-30-03: 47-30-03 CESSNA: (Was Mandatory Note 13 of AD-722-5.) Applies to All UC-78 and AT-17 Series Airplanes. Compliance required prior to October 15, 1947. Inspect the wing of 5,400- and 5,700-pound gross weight airplanes to determine that the wing has been properly identified as a 5,700-pound wing. The 5,700-pound wing has the following salient identification features: (a) Laminated (8 to 10 ply) birch plywood reinforcement on the rear face of the rear spar (instead of spruce block found on the 5,100-pound wing) extending continuously through the center section from nacelle to nacelle. Ends of this plywood plate are scarfed out just inboard of each nacelle bearing block. (b) Continuous plywood flanges 1 to 1 1/2 x 1/16-inch are found on both sides of the lower cap strips of wing ribs between the front and rear spars on 5,700-pound wings. 5/16 x 5/16 found in the 5,100-pound wing. (c) The diagonal in nose ribs of the 5,700-pound wing is 5/16 x 7/16 insteadof 5/16 x 5/16 found in the 5,100-pound wing. (Wings which cannot be identified as outlined above are not eligible for certification above 5,100 pounds gross weight.)
98-24-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Mooney Aircraft Corporation (Mooney) Models M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K, M20L, M20M, and M20R airplanes. This AD requires inspecting the aileron control links for the installation of a reinforcing gusset; and, if no gusset is installed, repetitively inspecting the aileron control links (left-hand and right-hand) for cracks. If cracks are found, this AD requires replacing the aileron control links with parts of improved design. This AD is the result of service difficulty reports (SDR's) on the aileron control links and reported failures of the aileron control links. The actions specified by this AD are intended to detect and correct cracked aileron control links, which could result in loss of aileron control with consequent loss of control of the airplane.
2004-13-01: This amendment supersedes an existing airworthiness directive (AD) that applies to Dowty Aerospace Propellers (Dowty) Type R334/4-82-F/13 propeller assemblies. That AD currently requires a one-time ultrasonic inspection of propeller hubs, part number (P/N) 660709201, for cracks. This amendment requires initial and repetitive ultrasonic inspections of propeller hubs, P/N 660709201, that are installed on airplanes, and for hubs and propellers in storage, initial ultrasonic inspection of propeller hubs before placing in service. Propeller hubs, P/N 660709201, are installed on Type R321/4-82-F/8, R324/4-82-F/9, R333/4-82-F/12, and R334/4-82-F/13 propeller assemblies. This amendment results from the manufacturer's reevaluation of potential hub failure on Type R321/4-82-F/8, R324/4-82-F/9, R333/4-82-F/12, and R334/4-82-F/13 propeller assemblies. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in loss of control of the airplane.
2021-26-04: The FAA is superseding Airworthiness Directive (AD) 2019-18-08 which applied to all Engine Alliance (EA) GP7270 and GP7277 model turbofan engines. AD 2019-18-08 required a visual inspection of the engine fan hub assembly, initial and repetitive eddy current inspections (ECIs) of the engine fan hub blade slot bottom and blade slot front edge for cracks, and replacement of the engine fan hub blade lock assembly for certain affected engines. This AD continues to require initial and repetitive ECIs and adds an ultrasonic test (UT) inspection. This AD also lowers the repetitive ECI threshold, and requires an independent inspection of the engine fan hub assembly at the next disassembly and the next reassembly of the engine fan hub blade lock assembly and a visual inspection of the engine fan hub assembly for damage. This AD also requires replacement of the engine fan hub assembly with a part eligible for installation if damage is found outside serviceable limits. This AD was prompted by an uncontained failure of the engine fan hub. The FAA is issuing this AD to address the unsafe condition on these products.
48-05-03: 48-05-03 BELLANCA: Applies to 14-13 and 14-13-2 Serial Numbers 1060 Through 1576. Compliance required by March 15, 1948. Install a 3/16-inch bolt with self-locking nut and three washers (installed as spacers) through each of the brackets which retain the trim tab brass trunnions at the tab and elevator. Install the bolt 7/16 of an inch above the trunnion centerline to prevent spreading of the brackets. (Bellanca Service Bulletin No. 14 covers this same subject.)
96-12-22: This amendment adopts a new airworthiness directive (AD) that applies to Cessna Aircraft Company (Cessna) engine oil filter adapter assemblies installed on aircraft. This action requires inspecting the oil filter and adapter assembly (or torque putty, if installed) for oil leakage and proper installation of the adapter retaining nut and fretting of associated threads (security), and replacing any oil filter adapter assembly with security problems; applying torque putty between the engine filter adapter assembly, nut, and oil pump housing (unless already equipped with torque putty); and repetitively inspecting the torque putty for misalignment, evidence of oil leakage, or torque putty cracks, and reinspecting the oil filter and adapter assembly threads if misalignment, evidence of oil leakage, or torque putty cracks are found. Reports of loose or separated engine oil filter adapters on several airplanes prompted this action. The actions specified by this AD are intended toprevent loss of engine oil caused by loose or separated oil filter adapters, which, if not detected and corrected, could result in engine stoppage while in flight and loss of control of the airplane.
2004-13-03: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce (1971) Limited, Bristol Engine Division (RR) Model Viper Mk.601-22 turbojet engines. This AD requires reducing the life of certain 1st stage turbine rotor blades from 7,000 hours time-in-service (TIS) to 4,600 hours TIS, and provides a drawdown schedule for blades that have already exceeded the new reduced life limit. This AD results from the manufacturer's investigations into failures of 1st stage turbine rotor blades. We are issuing this AD to prevent multiple failures of 1st stage turbine rotor blades that could result in a dual-engine shutdown.
48-45-01: 48-45-01 FAIRCHILD: Applies to All M-62 Series Aircraft. Compliance required at each annual inspection. (1) Inspect plywood butt plates for separation from wing spar ends. Remove only if loose and inspect spar end for rot which requires repair or replacement. Separation of spar laminations does not require replacement if the glue joints between spar webs and caps are sound. Glue new butt plates to spar ends working glue into any cracks between laminations. (2) Cut a total of sixteen 1/2-inch diameter inspection holes in wing lower skin. These should be centered at the front edges of both spars at four approximately equally spaced sparwise stations in each outer panel. Use caution to avoid cutting the spars and ribs. Inspect spars for rot and separation of the plywood webs from the caps. Deteriorated parts should be scrapped or repaired. Dope fabric patches over holes. (3) Provides 1/4-inch drain holes in lower skin with centers not more than 1/4 inch from front face of spars and from outer edge of each rib wherever holes are missing or have greater spacing. Clean out all dirt built up above edges of holes to insure complete drainage. Install seaplane grommets at all drain holes in areas splashed by water from landing wheels. This supersedes AD 48-07-04.
2021-05-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC225LP helicopters. This AD requires various inspections of the left-hand side (LH) engine fuel supply (fuel supply) hose and depending on the inspection results, reinstalling the fuel supply hose or removing the fuel supply hose from service. Additionally, this AD requires installing an improved part and prohibits installing a certain part-numbered LH fuel supply hose on any helicopter unless it is installed by following certain procedures. This AD was prompted by a report of an incorrect installation of the LH fuel supply hose causing restricted fuel flow to the LH engine. The FAA is issuing this AD to address the unsafe condition on these products.
2004-12-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes. This AD requires replacement of a certain transformer rectifier unit (TRU) with a certain new TRU. This action is necessary to prevent ignition of the input filter capacitors of the TRU in position 2 of the avionics compartment, which could potentially result in smoke in the cockpit. This action is intended to address the identified unsafe condition.
48-07-01: 48-07-01 CESSNA: Applies to 120 and 140 Aircraft Serial Numbers 8001 Through 14329. Compliance required by May 1, 1948, and at each annual inspection thereafter. Inspect the two bolts attaching the horizontal stabilizer to the fin post for tightness and proper length. If no bolt threads extend through the fiber lock rings of the anchor nuts inside the stabilizer attachment fitting, or if the bolts show any indication of having backed off when checked with a wrench, they should be replaced with AN 4-5A bolts on Serial Nos. 10091 and up, or AN 3-5A bolts on earlier serial numbers. In making the tightness check use caution to avoid stripping the threads in the anchor nut. If the new bolts do not develop at least 3 inch- pounds torque in the anchor nut, AN 4-H5A or AN 3-H5A (drilled head) bolts should be substituted and safetied together with wire. Check the clearance of the elevator horn and horn bolts with respect to the cutouts in the fin spar and increase it to a minimum of 1/8 inch wherever necessary. (Cessna Service Letter No. 52 covers this same subject.)
47-41-02: 47-41-02 BELL: (Was Mandatory Note 14 of AD-1H-2.) Applies to Models 47B and 47B3 Helicopters. Compliance required prior to next flight after receipts of parts from Bell Aircraft Corp., but, in any event, not later than January 1, 1948. To prevent excessive vibration and subsequent failure of the main oil line from the oil cooler to the oil filter, two additional supports must be installed for this oil line, one each at the bends near the oil filter and oil cooler. (Bell Service Bulletin 47C28 (revised), dated July 1, 1947, covers this same subject.)