Results
2007-07-02: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, -500, -600, -700, -800 and -900 series airplanes; and Model 757-200 and -300 series airplanes. This AD requires modifying the activation mechanism in the chemical oxygen generator of each passenger service unit (PSU). This AD results from several reports indicating that some chemical oxygen generators failed to activate during in-flight decompression events. These failures were due to fracture of components between the passenger oxygen mask and the release pin in the oxygen generator. We are issuing this AD to prevent failure of the activation mechanism in the chemical oxygen generator, which could result in the unavailability of supplemental oxygen and possible incapacitation of passengers and cabin crew during an in- flight decompression.
2000-23-13: This amendment adopts a new airworthiness directive (AD) that is applicable to all Israel Aircraft Industries, Ltd., Model 1121, 1121A, 1121B, 1123, 1124, and 1124A series airplanes. This action requires a one-time inspection, and corrective action if necessary, to ensure the proper installation of the tie rod through the dust shield and both jackscrew assemblies on the horizontal stabilizer trim actuator. This action is necessary to prevent jamming or disconnection of the horizontal stabilizer trim actuator, which could result in reduced pitch control of the airplane. This action is intended to address the identified unsafe condition.
2017-25-08: We are adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-500 and ATR72- 212A airplanes. This AD requires revising the airplane flight manual to provide procedures to the flightcrew for operational restrictions affecting in-flight use of the autopilot (AP) or yaw damper (YD) during single source operation. This AD was prompted by flight test evaluations that revealed discrepancies with the YD and AP when in single source operation on certain airplanes. We are issuing this AD to address the unsafe condition on these products.
2007-06-19: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-102, -103, and -106 airplanes and Model DHC-8-200 and DHC-8-300 series airplanes. This AD requires modifying the main landing gear (MLG) and nose landing gear (NLG) handle assemblies for alternate release and the MLG retaining plate. This AD also requires doing a related investigative action and corrective action if necessary. This AD results from reports of broken or damaged MLG and NLG alternate release cables caused by rubbing and fraying at the cable-to-handle interface. We are issuing this AD to prevent breakage of the MLG and NLG alternate release cables, which, if the normal gear extension fails, could result in the inability to extend the MLG or NLG and consequent collapse of the landing gear during ground maneuvers or upon landing.
2019-05-14: We are removing AD 2012-02-18, which applied to all Dassault [[Page 11641]] Aviation Model MYSTERE-FALCON 50 airplanes. AD 2012-02-18 required revising the maintenance program to include revised airworthiness limitations. We issued AD 2012-02-18 to address cracking of the flap tracks, which could lead to flap asymmetry and loss of control of the airplane. Since we issued AD 2012-02-18, we have issued AD 2017-09-03 to address the unsafe condition. Accordingly, AD 2012-02-18 is removed.
2000-22-06: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney (PW) JT8D series turbofan engines, that requires inspections of main fuel pump control shafts for excessive spline wear. Additionally, as terminating action to the inspections, this action requires the replacement of the main fuel pump control shaft with parts of improved design, and reworking the main fuel pump impeller, impeller gear train plate assembly, and impeller cover assembly. This amendment is prompted by reports of failed main fuel pump control shafts caused by excessive spline wear. The actions specified by this AD are intended to prevent loss of engine throttle control, uncommanded acceleration, uncommanded deceleration or inflight shutdown, which could result in reduced airplane control during a critical phase of flight.
2004-12-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes equipped with Rolls Royce RB211 engines, that currently requires modification of the nacelle strut and wing structure. This amendment requires, for certain airplanes, repetitive detailed inspections of certain aft bulkhead fasteners for loose or missing fasteners, and corrective action if necessary. For certain other airplanes, this amendment requires a one-time detailed inspection of the middle gusset of the inboard side load fitting for proper alignment and realignment if necessary; a one-time eddy current inspection of certain fastener holes for cracking, and repair if necessary; and a detailed inspection of certain fasteners for loose or missing fasteners; and replacement with new fasteners if necessary. The actions specified by this AD are intended to prevent fatigue cracking in primary strut structure and consequent reduced structural integrity of the strut. These actions are intended to address the identified unsafe condition.
99-22-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires a one-time inspection of the rail release pins and parachute pins of the escape slide/raft pack assembly for correct installation, and corrective actions, if necessary. 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 improper deployment of the escape slide/raft and blockage of the door in the event of an emergency evacuation.
97-14-16: This amendment adopts a new airworthiness directive (AD) that applies to all Raytheon Aircraft Company (Raytheon) 1900 series airplanes. This action requires repetitively inspecting the flap aft roller bearings and flap attachment brackets for indications of contact (wear), inspecting for elongation of the holes in the flap attachment brackets, and repairing or replacing any part showing wear. The actions specified by this AD are intended to prevent interference between the flap and the aileron which could inhibit aileron movement and result in possible loss of control of the airplane.
2007-06-17: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A320 series airplanes. This AD requires replacing the carbon fiber reinforced plastic (CFRP) actuator fittings of the rudder with aluminum actuator fittings and doing related investigative and corrective actions. This AD results from rupture of a CFRP actuator fitting during maintenance. We are issuing this AD to prevent rupture of a rudder actuator fitting, which could result in reduced controllability of the airplane.
2000-21-14: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires you to perform a one- time inspection for abrasion damage, distortion, and proper clearance of the torque oil-pressure tubes and py pressure pipe, and if necessary, adjust and replace these components. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to correct abrasive damage from rubbing pipes and consequent loss of engine oil.
2007-06-12: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A330-300 airplanes. That AD currently requires reinforcement of the structure of the center fuselage by installing external stiffeners (butt straps) at frame (FR) 53.3 on the fuselage skin between left-hand (LH) and right-hand (RH) stringer (STR) 13, and related investigative and corrective actions. This new AD requires additional reinforcement of the structure of the center fuselage by installing external stiffeners (butt straps) at frame FR53.3 on the fuselage skin between LH and RH STR13, and related investigative and other specified actions. This AD also adds airplanes to the applicability. This AD results from cracking found at the circumferential joint of FR53.3. We are issuing this AD to prevent fatigue cracking of the fuselage, which could result in reduced structural integrity of the fuselage.
2007-06-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus airplane models, as specified above. This AD requires installing electro-pneumatic locking bar devices (TRAS lock systems) in the engine nacelles, installing a dedicated and shielded electrical circuit that is segregated from the existing thrust reverser control system, and performing related investigative/corrective actions if necessary. This AD results from the manufacturer's reassessment of the thrust reverser systems in the Airbus airplane models specified above, which showed that the thrust reverser could inadvertently deploy in flight under certain conditions. We are issuing this AD to prevent inadvertent deployment of thrust reversers in flight, which could result in reduced controllability of the airplane.
77-13-18: 77-13-18 BRITISH AIRCRAFT CORPORATION: Amendment 39-2940. Applies to BAC 1- 11, Model 401AK series airplanes, certificated in all categories, which have Dupont Vespel bushings installed in the nose gear fall cam mechanism. Compliance is required as indicated. To prevent failure of free fall capability of the nose landing gear system, accomplish the following: (a) Within the next 160 hours time in service after the effective date of this AD, unless already accomplished within the previous 160 hours time in service, and thereafter at intervals not to exceed 160 hours time in service from the last inspection, inspect the nose landing gear free fall mechanism in accordance with the procedures described in item BB of the "Accomplishment Instructions," paragraph 2, steps 1 through 8, of British Aircraft Corporation Alert Service Bulletin 32-A-PM5335, dated May 31, 1975, or an FAA-approved equivalent. (b) The inspections of the nose landing gear free fall mechanism required by paragraph (a) of this AD may be terminated upon the replacement of the Dupont Vespel bushings in the free fall cam mechanism with British Aircraft Corporation bushing P/N AB44-1875 or AB44- 1943 (2 per airplane) and bushing P/N AB44- 1879 or AB44-1945 (1 per airplane). This amendment becomes effective July 27, 1977.
89-21-09: 89-21-09 BOEING: Amendment 39-6350. Docket No. 89-NM-56-AD. \n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53-2289, Revision 1, dated January 26, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent cabin pressure loss due to fatigue cracks in the skin at body station (BS) 460 just above left and right number 1 main entry doors, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 landings, or within the next 1,000 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 3,000 landings, conduct a high frequency eddy current (HFEC) inspection of the fuselage skin along the aft row of fasteners at the left and right BS 460 circumferential splices between stringers S-14E and S-16 for cracks, in accordance with Boeing Service Bulletin 747-53-2289, Revision 1, dated January 26, 1989. If the external doubler modification forward of BS 460 has not previously been installed in accordance with Boeing Service Bulletins 747-53-2181 or 747-53-2105, then also conduct a HFEC inspection of the fuselage skin along the forwardmost row of fasteners of the same skin splice. \n\n\tB.\tTo conduct the inspections required by this AD, remove the paint, using an approved chemical stripper, or ensure that the fastener heads are clearly visible. \n\n\tC.\tIf cracks are found when conducting the inspections required by paragraph A., above, accomplish either paragraph C.1. or C.2., below: \n\n\t\t1.\tPrior to further flight, modify the affected BS 460 circumferential splice in accordance with Boeing Service Bulletin 747-53-2289, Revision 1, dated January 26, 1989. Cracks found in the internal splice strap while performing the modification must be repaired in accordance with the 747 Structural Repair Manual (SRM) concurrently with accomplishment of the skin modification. \n\n\t\t2.\tPrior to further flight, perform aninternal HFEC inspection of the aft row of fasteners of the internal splice strap to verify there are no cracks in the internal splice strap. This HFEC inspection must be conducted using a HFEC pencil probe, 360 degrees around the fastener heads, in accordance with Boeing Document D6-7170, Section 51-00-00, Figure 4. Repair the skin cracks prior to further flight, in accordance with the 747 SRM. Continue to inspect the unrepaired areas of the skin in accordance with paragraph A., above. \n\n\t\t\ta.\tIn addition, conduct an internal HFEC pencil probe inspection, 360 degrees around the fastener heads of the aft row of the internal splice strap at all fastener locations between stringer S-14E and S-15 between S-15 and S-16, at intervals not to exceed 1,000 landings, in accordance with the aforementioned Boeing Document. If cracks are found in the internal splice strap, prior to further flight, modify in accordance with paragraph C.1., above. \n\n\t\t\tb.\tPrior to the accumulation of 20,000landings, modify the affected BS 460 circumferential splice in accordance with paragraph C.1., above. \n\n\tD.\tTerminating action for the HFEC inspection requirements of paragraph A., above, consists of modification of the left and right BS 460 circumferential splices between S-14E and S-16 in accordance with Boeing Service Bulletin 747-53-2289, original issue, dated October 22, 1987, or Revision 1, dated January 26, 1989. \n\n\tE.\tFor the purpose of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles in which the cabin pressure differential was greater than 1.5 psi. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6350, AD 89-21-09) becomes effective on November 13, 1989.
2019-05-03: We are adopting a new airworthiness directive (AD) for Leonardo S.p.A. Model AB139, AW139, AW169, and AW189 helicopters. This AD requires removing certain part-numbered and serial-numbered tail rotor (T/R) duplex bearings from service. This AD is prompted by a report of a failed T/R duplex bearing roughness inspection. The actions of this AD are intended to address an unsafe condition on these products.
69-23-02: 69-23-02 GENERAL ELECTRIC: Amdt. 39-870 as amended by Amendment 39-1086. Applies to models CT58-100-1, CT58-100-2, CT58-110-1, CT58-110-2, CT58-140-1, CT58-140-2, T58-GE-1 and T58-GE-5 turboshaft engines. Compliance required as indicated. To ensure adequate life limit margin for stage 2 compressor rotor disc shafts the life limits on these parts have been reduced below the figures currently approved. Unless already accomplished, remove from service stage 2 compressor rotor disc shafts prior to reaching the revised life limit or in accordance with the removal schedule given below for those parts which are close to or exceed the limit on the effective date of this AD. Part Numbers Previous Life Limits Revised Life Limits Removal Schedule Above 2,400 hrs. 5,800 Cycles Hrs. Cycles Hrs. Cycles Remove within* 37E500153P101 2,500 8,000 2,500 6,000 100 Hrs. 200 Cycles 37E500213P101 2,500 8,000 2,500 6,000 100 Hrs 200 Cycles37E500213P103 2,500 8,000 2,500 6,000 100 Hrs. 200 Cycles Above 2,950 Hrs. 5,900 Cycles Remove within* 5008T79P01 10,000 40,000 3,000 6,000 50 Hrs. 100 Cycles 37E500153P101M 10,000 40,000 3,000 6,000 50 Hrs. 100 Cycles Above 5,150 Hrs. 8,400 Cycles Remove within* 5005T34P01 5,000 10,000 5,200 8,500 50 Hrs. 100 Cycles 5005T34P03 5,000 10,000 5,200 8,500 50 Hrs. 100 Cycles 5008T79P02 5,000 10,000 5,200 8,500 50 Hrs. 100 Cycles *Time in service or cycles, whichever occurs first after the effective date of this AD. For the purposes of this AD a cycle is considered as any engine operating sequence involving engine start, at least one acceleration to a power required for takeoff and shutdown. Amendment 39-870 effective November 15, 1969. This amendment 39-1086 is effective October 15, 1970.
2007-06-10: The FAA is superseding an existing airworthiness directive (AD) for Rolls Royce plc (RR) RB211-524 series turbofan engines with certain part number (P/N) intermediate pressure compressor (IPC) stage 5 disks installed. That AD currently requires new reduced IPC stage 5 disk cyclic limits. This AD requires the same reduced IPC stage 5 disk cyclic limits, requires removal from service of affected disks that already exceed the new reduced cyclic limit, and, removal from service of other affected disks before exceeding their cyclic limits using a drawdown schedule. This AD also exempts disks reworked to RR Service Bulletin (SB) No. RB.211-72-E182, Revision 1, dated July 30, 2004, and allows an on-wing eddy current inspection (ECI) on RB211-524G and RB211-524H series engines. This AD results from the manufacturer issuing a revised Alert Service Bulletin (ASB) to remove certain disks from applicability, and to allow an on-wing ECI on RB211-524G and RB211-524H series engines. We are issuing this AD to prevent failure of the IPC stage 5 disk, which could result in uncontained engine failure and possible damage to the airplane.
2007-06-03: 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 an incomplete discharge of the extinguishing agent in the fire zone, which could lead, in the worst case, in combination with an engine fire, to a temporary uncontrolled engine fire. We are issuing this AD to require actions to correct the unsafe condition on these products.
2021-25-09: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200 and -200C series airplanes. This AD was prompted by reports of nuisance stick shaker activation while the airplane was accelerating to cruise speed at the top of a climb. Investigation revealed that the activation was caused when the angle of attack (AOA) (also known as angle of airflow) sensor vanes froze and malfunctioned due to insufficient heat in certain AOA sensors to prevent ice buildup. This AD requires inspecting the AOA sensors for certain part numbers or vane shapes, and replacing any affected AOA sensor with a new or serviceable sensor. The FAA is issuing this AD to address the unsafe condition on these products.
2007-06-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 737-600, -700, -700C, and - 800 series airplanes. That AD currently requires replacing the point "D'' splice fitting between windows number 1 and 2 with a new splice fitting; performing an eddy current inspection for cracking of the holes in the structure common to the new splice fitting, including doing any related investigative actions; and performing corrective actions if necessary. This new AD adds repetitive inspections for cracking of the skin just below each splice fitting, and related corrective actions if necessary. This AD results from full-scale fuselage fatigue testing on the splice fitting that failed prior to the design objective on Boeing Model 737-800 series airplanes, and a report of a cracked splice fitting on an operational airplane. We are issuing this AD to prevent cracking of the existing fitting, which may result in cracking through the skin and consequent decompression of the flight deck.
98-24-15: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron Model 204B, 205A, 205A-1, and 212 helicopters, that currently establishes a retirement life for the main rotor masts (masts) and main rotor trunnions (trunnions) based on time-in-service (TIS) and types of operations. This amendment adds Model 205B helicopters to the applicability; requires creation of component history cards or equivalent records using a Retirement Index Number (RIN) system; establishes a system for tracking increases to the accumulated RIN; and establishes a maximum accumulated RIN for certain masts and trunnions. This amendment is prompted by an accident involving a Model 205A-1 helicopter, in which a mast failure caused a separation of the main rotor from the helicopter. The actions specified by this AD are intended to prevent fatigue failure of the mast or trunnion and subsequent loss of control of the helicopter.
2007-06-04: 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 two fatigue failures of flap carriage rollpins that occurred on in-service airplanes. We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-05-01: We are superseding Airworthiness Directive (AD) 2017-11-06, for all Pratt & Whitney (PW) PW2037, PW2037D, PW2037M, PW2040, PW2040D, PW2043, PW2143, PW2643, and F117-PW-100 turbofan engine models. AD 2017-11-06 required initial and repetitive on-wing eddy current inspections (ECIs) of affected engines with certain diffuser and high- pressure turbine (HPT) cases installed. AD 2017-11-06 also required a fluorescent-penetrant inspection (FPI) of the diffuser case rear flange and the HPT case front flange. This AD requires an on-wing ECI of all diffuser case M-flange replacement repairs. This AD was prompted by a rupture of the diffuser-to-HPT case flange. We are issuing this AD to address the unsafe condition on these products.
2007-05-15: The FAA is superseding an existing airworthiness directive (AD) for Teledyne Continental Motors (TCM) GTSIO-520 series reciprocating engines. That AD currently requires initial and repetitive visual inspections of the starter adapter assembly and crankshaft gear and unscheduled visual inspections of the starter adapter assembly and crankshaft gear due to a rough-running engine. That AD also requires replacement of the starter adapter shaft gear needle bearing with a certain bushing and installation of a certain TCM service kit at the next engine overhaul, or at the next starter adapter replacement, whichever occurs first. This AD requires performing the inspection ordered in paragraph (h) of this AD every 100 hours time-in- service (TIS), or annually. This proposed AD results from an error discovered in AD 2005-20-04. We are issuing this AD to failure of the starter adapter assembly and or crankshaft gear, resulting in failure of the engine and possible forced landing.