Results
2007-09-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an airworthiness authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as un-damped extension of the main landing gear (MLG), potentially leading to loss of side stay integrity and then MLG collapse. We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-24-02: We are adopting a new 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: The manufacturer has advised of receiving a report of looseness of the drive arm of the mechanical elevator trim tab, found during an annual inspection. This kind of damage is likely caused by penetrated humidity over the years. If left uncorrected, this condition could lead to the separation of the drive arm which could result in flutter of the elevator and possible loss of control of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-26-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737, 747, 757, and 767 series airplanes, that requires rework of certain duct assemblies of the environmental control system (ECS) or replacement of the duct assemblies with new or reworked duct assemblies. This action is necessary to prevent potential ignition of fiberglass insulation material installed on the outside of the ECS ducts, which could propagate a small fire and lead to a larger fire. This action is intended to address the identified unsafe condition.
99-19-26: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300 and A300-600 series airplanes, that currently requires inspections to detect cracks in Gear Rib 5 of the main landing gear (MLG) attachment fittings at the lower flange, and repair, if necessary. This amendment establishes repetitive inspection intervals for certain inspections required by the existing AD. This amendment also adds a requirement to modify Gear Rib 5 of the MLG attachment fittings, which constitutes terminating action for the repetitive inspections. 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 fatigue cracking of the MLG attachment fittings, which could result in reduced structural integrity of the airplane.
2000-25-09: This amendment supersedes an existing airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E helicopters that currently requires inspecting the exhaust ejector locking system, clamp, and dampers for each engine. The existing AD also requires verifying the torque of the metallic clamps and installing safety wire on the metallic clamps; inspecting and modifying the ejector saddles and the locking metallic clamps; and inspecting the metallic clamps, locking mechanisms, and dampers. This amendment requires modifying the engine exhaust ejectors. This amendment is prompted by the development of a kit to modify the engine exhaust ejectors to provide terminating action from the requirements of the current AD. The actions specified by this AD are intended to prevent loss of the metallic clamp or the engine exhaust ejector, damage to the main or tail rotor system and subsequent loss of control of the helicopter.
2007-06-52: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2007-06-52 that was sent previously to all known U.S. owners and operators of Boeing Model 737- 800 series airplanes by individual notices. This AD requires inspecting spoilers to determine spoiler position after every landing and after any rejected takeoff maneuvers. For airplanes on which any spoiler is found in the up position with the speedbrake handle in the down position, this AD requires replacement of the flight spoiler actuator with a flight spoiler actuator having a certain part number. This AD also requires an operational test of the speedbrake control system after any maintenance actions that operate the spoiler system and replacement of the flight spoiler actuator if necessary. This AD also provides for optional terminating action for those requirements. In addition, this AD requires you to report to the manufacturer any spoiler panel that is found in the up positionwith the speedbrake handle in the down position. This AD results from a report of seven flight spoiler actuator jams on Model 737-800 Short Field Performance airplanes. We are issuing this AD to detect and correct any spoiler panel that is found in the up position with the speedbrake handle in the down position, which could result in a spoiler actuator hardover, and could cause the spoiler surface to jam in the fully extended position. Two or more hardover failures of the spoiler surfaces in the up direction on the same wing, if undetected prior to takeoff, can cause significant roll and consequent loss of control of the airplane.
2019-08-08: We are superseding Airworthiness Directive (AD) 2010-14-05, which applied to certain Bombardier, Inc., Model CL-600-1A11 (600), CL- 600-2A12 (601), and CL-600-2B16 (601-3A, 601-3R, and 604 Variants) airplanes. AD 2010-14-05 required inspection for the part numbers of the system and brake accumulators, and repetitive replacement of affected accumulators. This AD adds requirements for relocating the accumulators and revising the existing maintenance or inspection program to incorporate new or more restrictive airworthiness limitations. This AD also adds optional terminating action for certain airplanes. This AD was prompted by reports of on-ground hydraulic accumulator screw cap or end cap failure that resulted in the loss of the associated hydraulic system and high-energy impact damage to adjacent systems and structure. We are issuing this AD to address the unsafe condition on these products.
77-15-06: 77-15-06 MORANE SAULNIER (SOCATA): Amendment 39-2975. Applies to Model MS 892A150, MS 892E150, MS 893A, MS 893E, RALLYE 150T and RALLYE 150ST airplanes, certificated in all categories. Compliance is required as indicated. To prevent failure of engine mounts, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 50 hours time in service from the last inspection, visually inspect the engine mounts for cracks using dye penetrant in accordance with paragraphs 111-1-1 and 111-1-2 of SOCATA Service Bulletin No. 98/2, dated April 1976, or an FAA-approved equivalent. (b) If one or more cracks are detected as a result of any inspection required by paragraph (a) of this AD, repair as necessary in accordance with paragraph 111-1-3 of SOCATA Service Bulletin No. 98/2, dated April 1976, or an FAA-approved equivalent. (c) Within the next 100 hours time in service after the effective date of this AD, unless already accomplished, on airplanes with right angle engine mount brackets, modify the brackets in accordance with paragraph 111-2 of SOCATA Service Bulletin No. 98/2, dated April 1976, or an FAA-approved equivalent. This amendment becomes effective August 22, 1977.
2007-09-06: We are adopting a new airworthiness directive (AD) for the products listed above. 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 describes the unsafe condition as Several recent inspections have revealed that some spar wooden centre blocks have shown cracks. Investigation revealed that cracks are generated by the wood drying. Actions specified in this AD are intended to detect and correct any defects on the central wing spar block. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2000-26-11: This amendment adopts a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E helicopters. This action requires replacing certain tail rotor blades with airworthy tail rotor blades. This amendment is prompted by a tail rotor blade (blade) failure that caused a high vibration level in the helicopter. Investigation revealed that the failure was due to a change in the manufacturing process for an identified production lot of blades. This condition, if not corrected, could result in a failure of a blade and subsequent loss of control of the helicopter.
2000-25-53: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-25-53, which was sent previously to all known U.S. owners and operators of Airbus Model A330 series airplanes by individual notices. This AD requires either repetitive detailed visual inspections or repetitive borescopic inspections to detect cracking or other damage of the barrel nuts of the engine aft mount; and replacement of any cracked nut and its associated bolt with a new nut and bolt, or replacement of all 4 nuts and their associated bolts if two or more nuts on the same engine mount are found cracked. This action is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct cracking of the aft engine mount nut, which could result in reduced structural integrity of the engine-to-pylon aft mount assembly, or, in the case of multiple cracked nuts, possible loss of an engine.
2013-25-08: We are superseding airworthiness directive (AD) 2009-24-09 for all Airbus Model A330-200 and -300 series airplanes, and Model A340-200 and -300 series airplanes. AD 2009-24-09 required a repetitive inspection program on certain check valves in the hydraulic systems that includes, among other things, inspections for lock wire presence and integrity, traces of seepage or black deposits, proper torque, alignment of the check valve and manifold, installing new lock wire, and corrective actions if needed. This new AD expands the applicability, reduces the compliance time, changes torque values of the check valve tightening, and requires a repetitive inspection program for certain check valves in the [[Page 78695]] hydraulic systems on airplanes that have had a certain modification embodied during production or in-service. This AD was prompted by multiple reports of hydraulic line check valves loosening. We are issuing this AD to detect and correct such check valve loosening, which could result in hydraulic leaks, possibly leading to the loss of all three hydraulic systems and consequent loss of control of the airplane.
2007-09-01: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Model 182 series airplanes that are equipped with Air Plains Services Corporation Supplemental Type Certificate (STC) SA00152WI. This AD requires you to disconnect or remove the electrical cable between the forward ground power relay and the starter relay, install a placard, inspect the fuel line between the auxiliary electric fuel pump and the engine-driven fuel pump for chafing, and replace the fuel line if chafing is found. This AD results from a report of an in-flight and post-landing engine compartment fire. We are issuing this AD to detect and correct interference between the ground power electrical cable, the fuel strainer cable, and the fuel line between the auxiliary electric fuel pump and the engine-driven fuel pump. This condition could lead to a fire in the engine compartment.
2021-26-24: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. (type certificate previously held by Agusta S.p.A.) Model A109A and A109A II helicopters. This AD was prompted by a report of internal corrosion on a main rotor (M/R) blade. This AD requires repetitively inspecting affected M/R blades and accomplishing film analysis and repair in accordance with certain approved methods. The FAA is issuing this AD to address the unsafe condition on these products.
75-20-06: 75-20-06 BELLANCA: Amendment 39-2372. Applies to Model 17-30, 17-30A (S/N 30263 through S/N 76-30811), 17-31, 17-31TC, 17-31ATC (S/N 30004, S/N 31004 through S/N 76-31124), 14-19-3A, and 17-31A (S/N 32-15 through S/N 76-32-163) airplanes certificated in all categories. Compliance required upon accumulation of 300 hours time in service or within the next 25 hours time in service from the effective date of this Airworthiness Directive (whichever occurs later) unless already accomplished, and thereafter at intervals not to exceed 100 hours time in service from the last inspection until Bellanca Kit SK1234789-0004 is accomplished. To detect cracks in either vertical side fuselage tube (F. S. 7), which is adjacent to the horizontal stabilizer carry-through, in the area near the upper fuselage longeron, accomplish the following: A. Inspect the vertical tube for circumferential cracks at the upper weld, and between the upper weld and the horizontal stabilizer carry-throughtube, all around the tube. B. If cracks are found, repair and modify in accordance with Bellanca Kit SK1234789-0004 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region, before further flight, except that the airplane may be flown, in accordance with FAR 21.197, to a base where the repair can be performed. C. If no cracks are found, no further action is required until the next inspection. Bellanca Service Letter No. 85 or 85A pertains to this same subject. This amendment becomes effective September 26, 1975.
2007-08-09: 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: An analysis of the cable operated control system installed on the SD3 aircraft types that use MS 21260 type end fittings has identified a number of potentially unsafe conditions due to a combination of failures * * *. The failure of certain control cables could result in the loss of certain critical systems. For example, the loss of the low pressure (LP) fuel control cable in combination with a single failure of a fuel condition control cable on the same engine can cause the loss of the capability to shut down the engine in the event of an engine fire. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
97-10-05: This amendment adopts a new airworthiness directive (AD) that applies to certain Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires repetitively inspecting the main landing gear (MLG) pintle to cylinder interface area for cracks, and replacing any MLG cylinder where a crack of any length is found in the MLG pintle to cylinder interface area. This AD results from reports of MLG cracks in the area of the pintle to cylinder interface on three of the affected airplanes. The actions specified by this AD are intended to prevent failure of the MLG caused by cracks in the pintle to cylinder interface area, which could result in loss of control of the airplane during landing operations.
2007-05-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2007-05-51, which was sent previously to all known U.S. owners and operators of MDHI Model MD600N helicopters by individual letters. This AD requires, before further flight, a visual and eddy current inspection of each lateral mixer output link assembly (mixer link) and replacing any cracked mixer link. This AD also requires performing an eddy current inspection on each mixer link before installing it on any helicopter. This amendment is prompted by the discovery of 3 cracked mixer links. The actions specified by this AD are intended to detect a crack in the mixer link, which could result in failure of the mixer link and subsequent loss of control of the helicopter. \n\nDATES: Effective May 7, 2007, to all persons except those persons to whom it was made immediately effective by Emergency AD 2007-05-51, issued on February 17, 2007, which contained the requirements of this amendment. \n\n\tComments for inclusion in the Rules Docket must be received on or before June 19, 2007.
2019-08-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports that frame web and frame integral inboard chord cracking is occurring on multiple airplanes in multiple locations below the passenger floor. This AD requires repetitive detailed, general visual, and high frequency eddy current (HFEC) inspections of the section 43 lower lobe frames at certain stations; an inspection to determine if certain repairs are installed; and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
2000-26-02: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter Deutschland Model EC135 P1 and T1 helicopters. That AD currently requires visual and dye-penetrant inspections for a cracked stator blade of the fenestron tail rotor (tail rotor). That AD also requires either stop drilling a cracked blade or, as necessary, replacing an unairworthy stator blade with an airworthy stator blade. This amendment requires replacing the existing stator blade assembly with a new stator blade assembly that incorporates a reinforced base and modified riveting and limits the applicability to certain serial numbered tail booms. This amendment is prompted by additional reports of cracked stator blades of the tail rotor. The actions specified by this AD are intended to prevent failure of the tail rotor and subsequent loss of control of the helicopter.
2006-11-05R1: The FAA is revising an existing airworthiness directive (AD) for Rolls-Royce plc (RR) RB211-22B series, RB211-524B, -524C2, -524D4, -524G2, -524G3, and -524H series, and RB211-535C and -535E series turbofan engines with high pressure compressor (HPC) stage 3 disc assemblies, part numbers (P/Ns) LK46210, LK58278, LK67634, LK76036, UL11706, UL15358, UL22577, UL22578, and UL24738 installed. That AD currently requires removing from service certain disc assemblies before they reach their full published life if not modified with anticorrosion protection. This AD requires the same actions but relaxes the removal compliance time for certain disc assemblies that have a record of detailed inspection. This AD results from the FAA allowing certain affected disc assemblies that entered into service before 1990 that have a record of detailed inspections, to remain in service for a longer period than the previous AD allowed. We are issuing this AD to relax the compliance time for certain disc assemblies and track the disc life based on a detailed inspection rather than by its entry into service date, while continuing to prevent corrosion-induced uncontained disc assembly failure, resulting in damage to the airplane. DATES: Effective May 1, 2007. The Director of the Federal Register previously approved the incorporation by reference of certain publications listed in the regulations as of February 24, 2004 (69 FR 2661, January 20, 2004). We must receive any comments on this AD by June 15, 2007.
2018-01-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model MD-11 and MD-11F airplanes. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires a one-time inspection of the wire assemblies of the tail fuel tank transfer pumps to determine if metallic transitions are installed at the wire harness breakouts, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2018-01-04: We are superseding Airworthiness Directive (AD) 2011-04-05, which applied to all Airbus Model A340-200, -300, -500, and -600 series airplanes. AD 2011-04-05 required revising the maintenance or inspection program to incorporate new airworthiness limitation items (ALIs). This new AD was prompted by the revision of certain ALIs, which specify more restrictive instructions or airworthiness limitations. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. We are issuing this AD to address the unsafe condition on these products.
2000-26-01: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter Deutschland GMBH (ECD) Model BO-105CB-5 and BO-105CBS-5 helicopters. That AD currently requires, before further flight, creating a component log card or equivalent record and determining the calendar age and number of flights on each tension-torsion (TT) strap. This amendment requires before further flight, establishing a life limit for certain main rotor TT straps. This amendment is prompted by a need to establish a life limit for certain TT straps because of an accident in which a main rotor blade (blade) separated from an ECD Model MBB-BK 117 helicopter due to fatigue failure of a TT strap. The same part-numbered TT strap is used on the ECD Model BO-105 helicopters. The actions specified by this AD are intended to prevent fatigue failure of a TT strap, loss of a blade, and subsequent loss of control of the helicopter.
97-14-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Industrie Model A300-600 series airplanes, that requires repetitive eddy current inspections to detect cracks of the outer skin of the fuselage at certain frames, and repair or reinforcement of the structure at the frames, if necessary. This amendment also requires eventual reinforcement of the structure at certain frames, which, when accomplished, terminates the repetitive inspections. This amendment is prompted by a report indicating that fatigue cracks were found in the area of certain frames. The actions specified by this AD are intended to prevent such fatigue cracking, which could reduce the structural integrity of the airframe and result in rapid decompression of the airplane.