Results
97-09-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Industrie Model A320, A321, A330, and A340 series airplanes, that requires repetitive testing of certain fire shutoff valves (FSOV) on the left and right engines, repetitive checks of certain parts on the FSOV motors, and replacement of discrepant valves with modified valves. This amendment also requires modification of FSOV seals and motors as terminating action for the repetitive testing and check requirements. This amendment is prompted by reports indicating that FSOV s are not closing completely during maintenance testing. The actions specified by this AD are intended to prevent the flow of hydraulic fluid to the engine in the event of fire which, if not corrected, would fuel the fire, and lead to the loss of fluid in associated hydraulic systems, causing those systems to fail.
98-03-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires a one-time inspection of the free-fall actuators of the landing gear for discrepancies, and replacement of discrepant actuators with new, improved actuators. This action also requires eventual replacement of certain free-fall actuators. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent electrical short circuits to the free-fall actuators of the landing gear, which could result in failure to extend the landing gear, and consequent damage to the airplane structure during landing.
98-24-22: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta A109C helicopters. This action requires, within the next 5 hours time-in-service (TIS), replacing the tail rotor blade grip assemblies (grip assemblies) with modified airworthy grip assemblies. This amendment is prompted by cracks that were found on the grip assemblies during maintenance inspections. This condition, if not corrected, could result in separation of a tail rotor blade and subsequent loss of control of the helicopter.
2021-11-24: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by significant changes made to the airworthiness limitations (AWLs) related to fuel tank ignition prevention and the nitrogen generation system (NGS). This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate the April 2019 or November 2020 revision of the airworthiness limitations document. The FAA is issuing this AD to address the unsafe condition on these products.
97-15-02: This amendment adopts a new airworthiness directive (AD), applicable to all Aerospatiale Model ATR42 and ATR72 series airplanes, that requires replacement of the attachment clips on the wing-to-fuselage fairings and on the upper cowlings of the engine nacelle with new improved attachment clips, and adding cup washers on the wing-to-fuselage fairing panels on certain airplanes. This amendment also requires a one-time inspection of certain fairings and the upper cowlings of the engine nacelle to detect discrepancies of the attachment hardware and the fairing panel; and replacement of the panel with a serviceable panel, if necessary. This amendment is prompted by a report of deformed attachment clips found on the wing-to-fuselage fairings and on the upper cowlings of the engine nacelle, and by a report of severe inflight vibration due to a loose wing/body fairing panel. The actions specified by this AD are intended to prevent deformation of the attachment clips due to insufficient strength of the attachment clip material. Such deformation of the attachment clips could result in the fairings and cowlings detaching from the airplane during flight and subsequently causing damage to the empennage or posing a hazard to persons or property on the ground.
2018-06-10: We are adopting a new airworthiness directive (AD) for certain Honda Aircraft Company LLC Model HA-420 airplanes. This AD requires incorporating a temporary revision into the airplane flight manual and replacing faulty power brake valves upon condition. This AD was prompted by reports of unannunciated asymmetric braking during ground operations and landing deceleration. We are issuing this AD to address the unsafe condition on these products.
2013-10-04: We are superseding an existing airworthiness directive (AD) for all Piper Aircraft, Inc. Models PA-31, PA-31-325, and PA-31-350 airplanes. That AD currently requires a detailed repetitive inspection of the exhaust system downstream of the turbochargers and repair or replacement of parts as necessary. This new AD requires visual repetitive inspections, expanding the inspection scope to include the entirety of each airplane exhaust system. This AD was prompted by reports of exhaust system failures upstream of aircraft turbochargers and between recurring detailed inspections. We are issuing this AD to correct the unsafe condition on these products.
2003-11-17: 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 inspect the front and rear surfaces of the pressure dome for damage and cracks, and, if necessary, accomplish repairs. 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 detect and correct damage and cracks to the pressure dome, which could lead to rapid decompression.
2013-16-14: We are adopting a new airworthiness directive (AD) for all Eurocopter Deutschland GmbH (ECD) EC 135 P1, P2, P2+, T1, T2, and T2+ helicopters equipped with a certain main transmission housing upper part. This AD requires installing a corrugated washer in the middle of the main transmission filter housing upper part and modifying the main transmission housing upper part. This AD was prompted by an inspection of housing upper parts that revealed the bypass inlet in the oil filter area was not manufactured in accordance with applicable design specifications. The actions of this AD are intended to prevent failure of the main transmission and subsequent loss of control of the helicopter.
73-26-09: 73-26-09 CESSNA: Amendment 39-1763 as amended by Amendment 39-1983. Applies to Model 500 (Serial Numbers 500-0001 through 500-0183) airplanes, with 400 or more hours' time in service. Compliance: Required as indicated, unless already accomplished. To detect cracks in the left and right flight compartment side windows (P/Ns 5511265-3 and -4), within the next 25 hours' time in service after the effective date of this AD, (on all airplanes with 400 or more hours' time in service) and thereafter at intervals not to exceed 200 hours' time in service, except as provided in Paragraph B(2), accomplish the following in accordance with the inspection procedures set forth in Cessna Service Letter SL56-2, dated November 9, 1973, or FAA-approved revisions or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region: A) Either by use of x-ray procedures outlined in Cessna Service Letter SL56-2, dated November 9, 1973, inspect the flight compartment side windows (P/Ns 5511265-3 and -4) at the attachment locations, or in the alternative, visually inspect the window attachment locations by first removing the window outside retainers in accordance with the manufacturer's service instructions. B) (1) Prior to further pressurized flight replace unairworthy windows if as a result of any inspection required by this AD any of the following conditions are found: (a) A crack is visible in the window pane which has progressed past the edge of the retainer. (b) Any three or more screw holes are interconnected by a crack. (c) A crack has progressed to three inches or longer. (d) The sum of individual crack lengths exceeds six inches. (2) If a crack is discovered in a window pane but does not exceed any of the conditions specified in Paragraph B(1), inspect the window panes each 100 hours' time in service thereafter per Paragraph A of the AD until the window panes are replaced. C) Upon accumulation of 400 hours' time in service inspect replacement window panes in accordance with the requirements of this AD. D) The inspections and 400 hour window replacement requirements of this AD may be discontinued upon installation of left and right flight compartment side windows (P/N 5511285-3 and -4) in accordance with Cessna Service Bulletin SB 56-4 dated July 24, 1974, or later approved revisions. Any equivalent method must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-1763 became effective December 26, 1973. This Amendment 39-1983 becomes effective October 9, 1974.
2013-17-01: We are adopting a new airworthiness directive (AD) for certain Eurocopter France (Eurocopter) Model AS350 and AS355 helicopters. This AD [[Page 54381]] requires inspecting the tail rotor control stop screws to determine if they are correctly aligned and adjusting the screws if they are misaligned. This AD is prompted by the discovery of a loose nut on the tail rotor control stop and a misaligned tail rotor control stop screw. The actions of this AD are intended to detect a loose nut or a misaligned stop screw, which, if not corrected, could limit yaw authority, and consequently, result in a loss of helicopter control.
2018-06-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. This AD was prompted by a report of fatigue cracking found in a certain fuselage frame, which severed the inner chord and web. This AD requires inspecting the fuselage frame for existing repairs, repetitive inspections, and applicable repairs. We are issuing this AD to address the unsafe condition on these products.
2003-11-15: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model MD-90-30 airplanes, that requires replacing the lanyards on the pressure relief door for the thrust reverser with new, improved lanyards, and doing associated modifications. This action is necessary to ensure that the lanyards on the pressure relief door have adequate strength. Lanyards of inadequate strength could allow the pressure relief door to detach from the thrust reverser in the event that an engine bleed air duct bursts, which could result in the detached door striking and damaging the horizontal stabilizer, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
90-09-07: 90-09-07 SCHWEIZER AIRCRAFT CORPORATION (HUGHES HELICOPTER INC): Amendment 39-6717. Final Rule of priority letter AD. Docket No. 90-ASW-29-AD. Applicability: Model 269C series helicopters, serial number (S/N) 0004 through 1456, certificated in any category. Compliance: Required prior to further flight after the effective date of this AD, unless already accomplished. To prevent possible loss of longitudinal cyclic control and subsequent loss of the helicopter, accomplish the following: (a) Inspect the lower longitudinal cyclic control rod assembly, part number (P/N) 269A9940-7, to verify the proper location of the rod spring attachment clamp, P/N AN735-9, and position of the spring attach angles as follows: (1) Gain access to the lower longitudinal cyclic control rod assembly. (2) Position the cyclic stick to the full forward position. Verify that the stud in the friction linkage is completely forward in the friction link slot. If not, see paragraph (b). (3) On the lower longitudinal cyclic control rod assembly, measure the distance between the aft face of the forward jam nut and the forward edge of the clamp, P/N AN735-9. The distance should be between 7.85 and 7.97 inches. If not, see paragraph (b). (4) Verify that the horizontal legs of the angles attached to the clamp, P/N AN735-9, are parallel to the control rod and aligned with each other. If not, see paragraph (b). If correct, prevent movement of the parts, and torque the clamp nut to 20-25 in-lb. (b) Adjust the clamp and the attached angles, if necessary, by disconnecting the springs and loosening the screw and nut holding the angles and clamp, P/N AN735-9, together. Set a distance of 7.85 to 7.97 inches between the aft face of the rod forward jam nut and the forward edge of the clamp, P/N AN735-9. Position the horizontal legs of the angles attached to the clamp, P/N AN735-9, parallel to the control rod, and align with each other. Prevent movementof the parts, and torque the nut to 20-25 in-lb. Determine that the clamp is secure. Reconnect the springs to the angles. (c) Install the new worm type hose clamp, P/N AN737TW22 or AN737TW24, on the control rod, forward of and touching the clamp, P/N AN735-9. Torque the screw to a range of 40-45 in-1b. Determine that the clamp is secure. (d) Aircraft may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the requirements of the AD can be accomplished, provided cyclic control displacement is not reduced. (e) Alternate inspections, modification, or other actions which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York. NOTE: Schweizer Service Bulletin No. B237 pertains to the requirements of this AD. This amendment (39-6717, AD 90-09-07) becomes effective October 3, 1990, as to allpersons except those persons to whom it was made immediately effective by Priority Letter AD 90-09-07, issued on April 24, 1990, which contained this amendment.
2000-16-06: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 430 helicopters. This AD requires replacing arm clamp screws (screws) in the yaw, roll, pitch, and collective syncro resolvers, and installing a guard bracket on the yaw, roll, pitch, and collective syncro resolvers. This AD is prompted by an operator's report that a yaw control channel jammed during freedom-of-control checks following maintenance. The actions specified by this AD are intended to prevent a jammed flight control and subsequent loss of control of the helicopter.
74-24-09: 74-24-09 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2022 as amended by Amendment 39-2390. Applies to Ai-Research Model GTCP30-54, -59, -70 and -92 Auxiliary Power Units (APU's), installed in, but not limited to Hawker Siddeley HS and DH-125, Beech Hawker BH-125, Lockheed Model 1329, AMD-BA Falcon 20, Jet Commander 1121, Fairchild F-27, Goodyear Blimp, NAMC YS-11, BAC Viscount, HFB Noratlas, and Douglas DC-7 (conversion) certificated in all categories. \n\n\tCompliance required as indicated to detect, correct and prevent turbine wheel hub separation, accomplish the following: \n\n\t(a)\tAPU serial numbers prior to 29046: \n\n\t\tWithin the next 25 hours of APU operating time in service after the effective date of Amendment 39-2022 (for Model GTCP30-92 APU's), or 25 hours of operating time in service after the effective date of the Amendment 39-2390 (for Models GTCP30-54, -59, and -70 APU's), unless previously accomplished, inspect the clearance between the turbine wheel and the stationary seal at a minimum of six (6) approximately equally spaced circumferential positions using a tool and procedures described in Paragraph 2.B and C. of AiResearch Service Bulletin GTCP30-49-3649, dated October 17, 1974, or later FAA-approved revisions. The clearance must be a minimum of 0.075 inch at each measured position. If clearance is less than minimum, the condition must be corrected before further operation. \n\n\t(b)\tAll serial number APU's: \n\n\t\tBefore exceeding 500 APU operating hours time in service, or, 50 hours of additional APU operating time in service after the effective date of Amendment 39-2022, whichever occurs later (for Model GTCP30-92 APU's only), or, before exceeding 500 APU operating hours time in service, or 50 hours of additional APU operating time in service from the effective date of Amendment 39-2390 (for Models GTCP30-54, -59, and -70 APU's), whichever occurs later, and at intervals not to exceed 500 hours of APU operating time in service thereafter, inspect the turbine wheel hub "saddle area" for presence of fatigue cracks. If cracks are detected, replace turbine wheel with a serviceable part before further operation. AiResearch Service Bulletin GTCP30-49-3649, dated October 17, 1974, or later FAA-approved revisions, describes an acceptable method of performing this inspection. \n\n\t(c)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. \n\n\tAmendment 39-2022 became effective November 29, 1974, for all persons except those to whom it was made effective by airmail letter dated November 8, 1974. \n\n\tThis amendment 39-2390 becomes effective November 19, 1975.
2013-17-09: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports that certain trimmable horizontal stabilizer actuators (THSA) were found with corrosion that affected the ballscrew lower splines between the tie-bar and screw-jack. This AD requires repetitive inspections of the THSA; ballscrew integrity tests, if necessary; and replacement of affected THSAs. We are issuing this AD to detect and correct corrosion in the ballscrew lower splines, which, if the ballscrew ruptured, could lead to transmission of THSA torque loads from the ballscrew to the tie-bar, prompting THSA blowback, and possible loss of control of the airplane.
2013-16-26: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter series airplanes; Model A330-200 and - 300 series airplanes, and Model A340-200 and -300 series airplanes. This AD was prompted by reports of cracked adjacent frame forks of a forward cargo door. This AD requires repetitive detailed inspections for cracks and sheared, loose, or missing rivets of the forward cargo door and, for certain airplanes, of the aft cargo door, and repair if necessary. We are issuing this AD to detect and correct cracked or ruptured cargo door frames, which could result in reduced structural integrity of the forward or aft cargo door.
2000-16-04: This amendment supersedes an existing airworthiness directive (AD) for BHTC Model 430 helicopters. That AD currently requires inspecting all four main rotor adapter assemblies for evidence of flapping and lead-lag contact. That AD also requires installing a never-exceed-velocity (VNE) placard with markings on the airspeed indicator glass and instrument case and revising the rotorcraft flight manual (RFM) to reflect the airspeed revision. This amendment provides mandatory terminating action for requirements of that AD by replacing the fluidlastic damper blade sets with improved sets that incorporate a pressure indicator to detect loss of damper fluid. This amendment is prompted by the need for a positive means of detecting loss of damper fluid that could result in main rotor tip path plane separation. The actions specified by this AD are intended to prevent increased vibrations, damage to the main rotor system, and subsequent loss of control of the helicopter.
2013-16-05: We are superseding an existing airworthiness directive (AD) for all Alexander Schleicher GmbH & Co. Segelflugzeugbau Models AS - K13, Ka2B, Ka 6, Ka 6 B, Ka 6 BR, Ka 6 C, Ka 6 CR, K7, K8, and K 8 B sailplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority [[Page 53631]] of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as misalignment of the automatic elevator control connection. We are issuing this AD to require actions to address the unsafe condition on these products.
75-22-01: 75-22-01 ENSTROM: Amendment 39-2384 as amended by Amendment 39-2651. Applies to Enstrom Model F-28A helicopters certificated in all categories, as indicated in the following tables: Table I - Improper Machining of the Tapered Bore of Main Rotor Spindle P/N 28- 14282. Helicopter S/N's 203, 205, 209, 216, 220, 221, 223, 224, 225, 227, 231, 232, 233, 235, 236, 237, 240 and all other helicopters which received replacement main rotor spindles between June 18, 1974 and October 1, 1974 inclusive. Table II - Bore of Main Rotor Spindle P/N 28-14282 Machined Too Deep. Helicopter S/N's 116, 117, 160, 177, 178, 179, 184, 185, 187, 188, 189, 190, 192, 193, 194, 195, 196, 197, 198, 201, 204, and 217. Compliance required as indicated unless already accomplished. To detect main rotor spindles with machining deficiencies accomplish the following: (a) Within the next 100 hours time in service after the effective date of this Airworthiness Directive, inspect all helicopters listed in Table I above for improper machining of the tapered spindle bore in accordance with the information contained in Enstrom Service Note No. 0020A dated August 11, 1975, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. All spindles that have been machined with a straight internal bore shall be identified in the log book as a life limited spindle. (See paragraph (c) for retirement life of these spindles.) (b) Within the next 100 hours time in service after the effective date of this Airworthiness Directive, inspect all helicopter main rotor spindles listed in Table II above for an excessive bore depth in accordance with the information contained in Enstrom Service Note 0021B dated, August 11, 1975, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. All spindles that have been machined with an improper bore depth shall be identified in the log bookas life limited spindles. (See paragraph (c) for the retirement life of these spindles.) (c) Main rotor spindles which have machining deficiencies indicated in paragraphs (a) and (b) above are considered to be life limited parts and must be replaced with a new part of the same part number no later than at 4,500 hours total time in service and the life depleted part is to be rendered unserviceable. Spindles which are determined to be machined correctly may be returned to service and do not have a life limit imposed on them. Amendment 39-2384 became effective October 20, 1975. This amendment becomes effective July 1, 1976.
2013-05-08: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 and A330-300 series airplanes, and Model A340-200 and A340-300 series airplanes. This AD was prompted by reports of an elevator blocked in the down position due to two independent failures; first, the inability of a servo control to switch to active mode because it was not detected by a flight control computer; and second, an internal hydraulic leak due to the deterioration of an O-ring seal on a solenoid. This AD requires, depending on airplane configuration, modifying three flight control primary computers (FCPCs); modifying two flight control secondary computers (FCSCs); revising the airplane flight manual (AFM) to include certain information; replacing certain O-rings; and checking part number and replacing certain O-ring seals if needed. We are issuing this AD to detect and correct O-rings with incorrect part numbers whose deterioration could lead to improper sealing of solenoid valves; and to correct FCPC and FCSC software to allow better control of elevator positioning; both conditions, if not corrected, could lead to the loss of elevator control on takeoff, and potentially reduce the controllability of the airplane.
2000-15-10: This amendment adopts a new airworthiness directive (AD) that is applicable to McCauley Propeller Systems 4HFR34C653/L106FA-0 model propellers that are installed on Jetstream Series 3200 airplanes. This action is also applicable to 4HFR34C653/L106FA-0 model propellers that are installed on Ayres S2R-G5 and S2R-G10 airplanes if the propeller was previously installed on Jetstream Series 3200 airplanes or if installation history of the propeller is unknown. This action requires one-time and repetitive eddy current inspections of the camber side of the blade surface. This amendment is prompted by a report of a crack on the camber side of the blade surface. The crack was found during a dye penetrant inspection as part of a normal overhaul process. The actions specified in this AD are intended to detect cracks that could cause failure of the propeller blade, which can result in loss of control of the airplane.
74-19-04: 74-19-04 SIKORSKY: Amendment 39-1953. Applies to all HRS/H-19 Series Helicopters certificated in all categories. Compliance with each of the following Airworthiness Directives for the Sikorsky S-55 Series Helicopters is required, except that the effective date of each will be the effective date of this Airworthiness Directive: 54-1-3, 54-13-1, 54-16-1, 54-19-2, 54-20-2, 55-25-4, 56-16-3, 56- 23-3, 60-13-4, 63-5-2 (AD 63-5-2 extended service life to 1200 hours when operating in the Restricted Category and over sparsely populated areas), 65-8-2, 66-4-3 (AD 66-4-3 extended service life to 3500 hours, when operating in the Restricted Category and over sparsely populated areas), 67-17-6, 67-29-7 and 71-26-3. This amendment becomes effective September 10, 1974.
51-08-03: 51-08-03 TEMCO: Applies to Models GC-1A and GC-1B Aircraft - All Serial Numbers. Compliance required at next periodic inspection but not later than May 1, 1951. Inspect the horizontal stabilizer front spar attachment to the fuselage bulkhead for looseness. First remove all fairing or interfering items. Support the horizontal stabilizers on the fuselage so that their position cannot change; remove the four AN 3 bolts which attach the front stabilizer spar to the fuselage bulkhead. If there is no deformation or elongation of these bolt holes and if the holes in the stabilizer spar and the fuselage bulkhead are in correct alinement the AN 3 bolts should be reinstalled, torquing them to 25-30 inch-pounds. If there is deformation or elongation of the attach bolt holes, a repair can be accomplished by reaming these 3/16-inch holes to 1/4-inch diameter with the stabilizers firmly blocked in the proper position with the fuselage. The AN 3 bolts, nuts, and washers are to be replaced with AN 4 bolts, nuts, and washers, and they should be torqued to 80-90 inch-pounds in reassembling the stabilizer front spar attachment. The empennage and fairing which were removed for this inspection and repair are then reassembled on the airplane. If the AN 3 attachment bolts are retained, this inspection should be repeated at each periodic or annual inspection. If the AN 4 attachment bolts are installed, only the normal inspections of this attachment need be made.