Results
2018-16-03: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A319-133 airplanes and Model A321-232 airplanes. This AD requires modification and re-identification, or replacement, of certain engine fan cowl doors (FCDs) and installation of a placard in the flight deck. This AD was prompted by reports of in-service engine FCD losses, and the development of a new FCD front latch and keeper assembly that addresses this unsafe condition. We are issuing this AD to address the unsafe condition on these products.
51-26-03: 51-26-03 CONTINENTAL: Applies to All Continental Model E185 Engines Serially Numbered 2600 and Below Which Have Not Been Major Overhauled Since November 1, 1947, by Continental Motor Corp., or July 1, 1948, by Field Overhaul Agencies. To be accomplished as soon as possible, but not later than January 1, 1952. To preclude valve failures as caused by partially deflated hydraulic valve lifters, the engine must be inspected and modified, if necessary, to assure proper oil flow to the lifters and zero valve lash under all operating conditions. This will require either a partial engine disassembly or a special test as outlined below: (1) Partial Disassembly Method: Remove the cylinders and the hydraulic units of the valve lifters. Check each valve lifter guide bore for proper position of the oil feed hole. (2) Special Test (Alternate Method): By application of air pressure to the crankcase oil galley lines after removal of each rocker arm, determine the number of degrees of crankshaft rotation that the oil groove on each valve lifter in registration with the oil feed hole. A minimum of 145 degrees registration is required. If any oil feed hole is shown by the method chosen to be drilled incorrectly, the end of the hole must be enlarged. As lack of oil flow to the rocker boxes also can result in valve mechanism malfunctioning, the diameter of the pushrod holes should be checked. If 1/32-inch diameter replace with push rods incorporating 1/16-inch diameter holes. (Continental Motors Corp. Service Bulletins Numbers M48-12 and M51-2, Supp. No. 1, cover this same subject and describe both of the above compliance methods.) This supersedes AD 51-08-01.
2006-16-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-200B, 747-200C, 747-200F, 747-300, and 747SR series airplanes. This AD requires doing repetitive inspections of engine struts 1 through 4, as applicable, for heat discoloration, cracking, buckling, or wrinkling. This AD also requires doing a conductivity test to detect the extent of the heat damage and an inspection to detect cracking of the heat-discolored, buckled, or wrinkled area; and repair; if necessary. This AD results from reports of heat damage and cracking of the skin and internal structure adjacent to and aft of the precooler exhaust vent on several engine struts. We are issuing this AD to detect and correct cracking, buckling, wrinkling, or heat damage of the skin and internal structure of the engine struts, which could result in extensive damage to the engine struts and consequent possible separation of an engine from the airplane during flight.
2018-15-06: We are adopting a new airworthiness directive (AD) for certain Honda Aircraft Company LLC Model HA-420 airplanes. This AD requires incorporating new and revised airworthiness limitations into the airplane's maintenance program. This AD was prompted by a report that several maintenance tasks were omitted from the airworthiness limitations section of the Honda Aircraft Company, Inc. Model HA-420 Airworthiness Limitation and Inspection Manual (ALIM). We are issuing this AD to address the unsafe condition on these products.
86-15-10 R2: This amendment revises an existing airworthiness directive (AD), applicable to Eurocopter France Model AS-350B, BA, B1, B2, C, D, and D1, and AS-355E, F, F1, F2 and N helicopters, that currently requires repetitive inspections of the main rotor head components, the main gearbox (MGB) suspension bars, and the ground resonance prevention system components at intervals not to exceed 400 hours time-in-service (TIS). This amendment requires the same inspections, but at intervals not to exceed 500 hours TIS. This amendment is prompted by reports of confusion and unnecessary costs associated with the difference in the current 400 hours TIS inspection interval and the current manufacturer's master service recommendation of 500 hours TIS inspection interval. The actions specified by this AD are intended to eliminate confusion and unnecessary costs and to prevent ground resonance due to reduced structural stiffness, which could lead to failure of a main rotor head or MGB suspensioncomponent and subsequent loss of control of the helicopter.
2000-07-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes, that requires a one-time detailed visual inspection to detect corrosion on the outer surface of the fuselage skin panel; application of corrosion preventive protection; and corrective action, 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 detect and correct corrosion of the fuselage skin panel, which could result in cracking and consequent reduced structural integrity of the airplane.
2006-16-08: The FAA is adopting a new airworthiness directive (AD) for certain Aerospatiale Model ATR42 and ATR72 airplanes. This AD requires an inspection of the locking bolt of the upper attachment pin of the shock absorber on both main landing gears (MLGs) for the correct installation of the locking bolt and for any missing locking bolt, washer, nut, cotter pin, or compound, and applicable corrective action if necessary. This AD results from a report of migration and subsequent rupture of the attachment pin of the shock absorber of a MLG. We are issuing this AD to prevent failure of a MLG, which could result in significant structural damage to the airplane and possible injury to the occupants.
55-05-01: 55-05-01 BELL: Applies to All Models 47B, 47B3, 47D, 47D1, 47G Helicopters. Compliance required at the expiration of 50 flying hours total time. Twenty-five additional flying hours may be acceptable provided the inspection called for in Bell's Mandatory Service Bulletin No. 97, Revision A, is complied with. In order to prevent seizing, binding or brinelling of pitch control link bearings in the tail rotor pitch control links, P/N 47-641-032-1, it is necessary that these links be replaced with a newly designed tail rotor control link, P/N 47-641-070-1. This new control link incorporates a spherical type bearing in place of the self-aligning ball type bearing. (Bell Mandatory Service Bulletin No. 97, Revision "A" dated December 3, 1954, covers this same subject and outlines the details for the installation.)
2018-16-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by reports of bolt rotation in the engine drag fitting joint and fasteners heads; an inspection of the fastener holes revealed that cracks were found in the skin on two airplanes. This AD requires repetitive inspections for skin cracking and shim migration at the upper link drag fittings, diagonal brace cracking, and fastener looseness; and applicable on- condition actions. We are issuing this AD to address the unsafe condition on these products.
2000-07-14: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires a one-time detailed visual inspection of a certain passenger seat wire assembly to detect chafed or damaged wires; repair, if necessary; and installation of protective sleeving. This amendment is prompted by a report of arcing emanating from a certain passenger seat wire assembly. The actions specified by this AD are intended to prevent chafing of the passenger seat wire assembly against a bracket at the lower sidewall panel due to insufficient clearance between the bracket and seat wire assembly, which could result in arcing damage to the passenger seat wire assembly and consequent smoke and fire in the main cabin.
69-20-01: 69-20-01 PILATUS AIRCRAFT WORKS, INC: Amdt. 39-853. Applies to Model PC- 6 Series Aircraft Serial Numbers 1 through 723 and 2001 through 2050. Compliance required as indicated unless already accomplished. To prevent the rudder trim control cable from coming off the pulleys aft of bulkhead 6 (rear cabin wall), accomplish the following: (a) Within the next 100 hours' time in service, inspect the clearance between the cable keeper and the cable pulleys aft of bulkhead 6 in accordance with Pilatus Service Bulletin No. 92, dated March 1969, or later Swiss Federal Air office approved revision or an FAA approved equivalent. (b) If the clearance between the keeper and the cable pulleys is found to be greater than .040 inch, replace the old cable keeper, P/N 6201.16, with a redesigned cable keeper, P/N 916.96.06.244 in accordance with Pilatus Service Bulletin No. 92, dated March 1969, or later Swiss Federal Air Office approved revision or an FAA approved equivalent. This amendment becomes effective October 27, 1969.
2006-16-02: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9- 83 (MD-83), DC-9-87 (MD-87), and MD-88 airplanes. This AD requires installing a clamp, a bonding jumper assembly, and attaching hardware to the refueling manifold in the right wing refueling station area. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent arcing on the in-tank side of the fueling valve during a lightning strike, which could result in an ignition source that could ignite fuel vapor and cause a fuel tank explosion.
2018-16-09: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by report indicating that cracks were found on the fuselage frame webs at stations forward and aft of the overwing emergency exits between stringer-7 (S-7) and S-8. This AD requires repetitive high frequency eddy current (HFEC) inspections for cracking of the fuselage frame webs at certain stations between S-7 and S-8 and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
2000-07-19: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires a detailed visual inspection of the external power feeder cables in the forward cargo compartment between certain stations to detect chafing or damage; repair, if necessary; and installation of spiral wrap. This amendment is prompted by reports of failure of the external power feeder cable due to being chafed during maintenance. The actions specified by this AD are intended to prevent chafing and damage to external ground power feeder cables, which could result in electrical arcing and consequent structural damage and smoke and fire in the forward cargo compartment.
56-20-04: 56-20-04 CONVAIR: Applies to All 240, 340 and 440 Aircraft. Compliance recommended at the next engine change or airplane overhaul but required not later than December 31, 1957. Several recent accidents involving nacelle fires have indicated certain deficiencies in the construction of the fire seals between zone 1 and zone 2. To correct this condition the following rework of the present cowling and zone seals is required. 1. Incorporate an additional fireproof seal at the zone 1 to zone 2 shroud-to-cowl seal around the periphery of the diaphragm where the bottom and side cowl meet. 2. Improve the present nacelle seals by incorporating a fireproof seal along the longitudinal juncture of the cowl segments and also improve the present cowl hinge point seals. 3. Replace any existing aluminum material in the zone 2 chimney vent with steel material. (Applicable to CV-240 aircraft only.) The following Convair Service Bulletins cover acceptable methods of compliance with these modifications: Nos. 240-472 and 340-177 cover item No. 1; Nos. 240-474, 240-481A, 340- 209, 340-210A, 440-30 and 440-32A cover item No. 2; Nos. 240-470 and Revision 1 cover item No. 3. (Compliance with Revision 2 to 240-470 is not required.)
2006-16-04: The FAA is superseding an existing airworthiness directive (AD) for RRC 250-B and 250-C series turboshaft and turboprop engines. That AD currently requires a onetime inspection of the fuel nozzle screen for contamination, and if contamination is found, inspection and cleaning of the entire aircraft fuel system before further flight. That AD also requires replacing the fuel nozzle with a new design fuel nozzle, at the next fuel nozzle overhaul or by June 30, 2006, whichever occurs first. This AD requires the same actions, but would add additional part numbers (P/Ns) to the list of affected fuel nozzles. This AD would also explain that the existing AD, as worded, allows certain part number (P/N) fuel nozzles back into service. Those fuel nozzles must not be allowed back into service. This AD is prompted by the discovery that several P/Ns of fuel nozzles were inadvertently left out of AD 2004-24-09. We are issuing this AD to minimize the risk of sudden loss of engine power and uncommanded shutdown of the engine due to fuel contamination and collapse of the screen in the fuel nozzle.
2006-15-18: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, -500, -600, -700, -700C, -800, and -900 series airplanes. This AD requires modifying the wiring for the master dim and test system. For certain airplanes, this AD also requires related concurrent actions as necessary. This AD results from a report that the master dim and test system circuit does not have wiring separation of the test ground signal for redundant equipment in the flight compartment. We are issuing this AD to prevent a single fault failure in flight from simulating a test condition and showing test patterns instead of the selected radio frequencies on the communications panels, which could inhibit communication between the flightcrew and the control tower, affecting the continued safe flight of the airplane.
2018-07-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) airplanes, Model MD-88 airplanes, and Model MD-90- 30 airplanes. This AD was prompted by a report of loss of airspeed indication due to icing. This AD requires modifying the air data heat (ADH) system. We are issuing this AD to address the unsafe condition on these products.
66-13-04: 66-13-04 LEARJET: Amdt. 39-237 Part 39 Federal Register May 17, 1966. Applies to Models 23 and 24 Airplanes. Compliance required before further flight, unless already accomplished, except that the airplane may be flown to a base where the repair can be performed, provided the following restrictions are contained on a placard in clear view of the pilot: "(a) No passengers may be carried. "(b) Monitor the cabin pressure indicator for proper pressurization control. If automatic and/or manual control of the cabin pressure is not properly effective: "(1) Turn air bleed off to shutoff bleed air. "(2) Reduce power to reduce bleed air pressure as necessary. "(3) Don oxygen masks. "(4) Expedite descent to a safe altitude." Modify the pressure control static air system in accordance with Lear Service Kit SK23/24-230 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated May 10, 1966.
2006-15-15: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplane models, that requires a one-time inspection for chafing or signs of arcing of the wire bundle for the auxiliary hydraulic pump, and other specified and corrective actions, as applicable. This AD also requires that, for certain airplanes, installation of additional protective sleeving on the upper portion of the auxiliary hydraulic pump wire assembly. This AD results from reports of shorted wires and evidence of arcing on the power cables of the auxiliary hydraulic pump, as well a fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent shorted wires or arcing at the auxiliary hydraulic pump, which could result in loss of auxiliary hydraulic power, or a fire in the wheel well of the airplane. The actions specified by this AD are also intended to reduce the potential of an ignition source adjacent to the fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
72-15-03: 72-15-03 LEARJET: Amendment 39-1489 amended by Amendment 39-1597 is further amended by Amendment 39-1959. Applies to Model 24 (Serial Numbers 24-178 thru 24-268) and Model 25 (Serial Numbers 25-020 thru 25-114) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent failure of spoiler actuator attachment bolts, accomplish the following: A) On aircraft with 500 or more hours' time in service, within 25 hours' time in service after the effectiveness of this AD, replace the spoiler actuator pivot bolts (P/N NAS 464P4-32), nuts (P/N AN320-4), and cotter pins (P/N MS24665-7), in accordance with procedures in Gates Lear Jet Service Bulletin SB No. 24/25-237 dated July 7, 1972. B) On aircraft with less than 500 hours' time in service upon the effectiveness of this AD, the spoiler actuator pivot bolts, nuts and cotter pins identified in Paragraph A must be replaced in accordance with the Gates Lear Jet Service Bulletin identified above, upon the accumulation of 500 hours' time in service. (If the aircraft has between 475 and 500 hours' time in service upon effectiveness of this AD you must replace the specified parts within the next 25 hours' time in service.) C) The spoiler actuator pivot bolts, nuts and cotter pins identified in Paragraph A of this AD must be replaced upon accumulation of each 500 hours' time in service thereafter. D) When the spoiler actuator installation is modified per Gates Learjet Aircraft Modification Kit AMK 73-1 and Service Bulletin 24/25-237B dated January 15, 1973, further compliance with this AD is no longer required. Any equivalent modification must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-1489 became effective July 28, 1972, to all persons except those to whom it was made effective earlier by telegram or letter issued July 11, 1972. Amendment 39-1597 became effective March 2, 1973. This Amendment 39-1959 becomes effective September 19, 1974.
2006-15-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R Variant F airplanes (collectively called A300-600 series airplanes); and Model A310-200 and -300 series airplanes. This AD requires a one-time inspection of the trimmable horizontal stabilizer actuator (THSA), corrective actions if necessary, and follow-on repetitive tasks. This AD results from reports of THSAs that have reached their design operational life. We are issuing this AD to extend the operational life of the THSA to prevent a possible failure of high- time THSAs, which could result in reduced controllability of the airplane.
2018-16-07: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-1B54, -1B58, -1B64, -1B67, -1B70, - 1B54/P1, -1B58/P1, -1B64/P1, -1B67/ [[Page 36725]] P1, -1B70/P1, -1B54/P2, -1B58/P2, -1B64/P2, -1B67/P2, -1B70/P2, -1B70C/ P1, -1B70/72/P1, -1B70/75/P1, -1B74/75/P1, -1B75/P1, -1B70C/P2, -1B70/ 72/P2, -1B70/75/P2, -1B74/75/P2, -1B75/P2, -1B76/P2, -1B76A/P2, -1B78/ P2, -2B67, -2B67B, and -2B67/P turbofan engines. This AD requires removal of affected high-pressure turbine (HPT) stator cases (HPT cases) from service and their replacement with a part eligible for installation. This AD was prompted by the discovery of a quality escape at a manufacturing facility. We are issuing this AD to address the unsafe condition on these products.
70-04-04: 70-04-04 AIRESEARCH: Amendment 39-944. Applies to Model TPE331-1 and -2 S/N engines: 90005, 90009, 90010, 90011, 90014, 90016, 90017, 90018, 90019, 90022, 90023, 90024, 90027, 90028, 90029, 90030, 91003, 91004, 91005, 91006, 91009, 91011, 91013 thru 91021, 91023, 91024, 91025, 91027, 92001, 92002, 92003, 92004, 92005, 92007, 92010, 92012, 92013, 92014, 92016, thru 92027, 93007, 93008, 93009, 93010; installed in but not limited to Mooney MU-2, Merlin 2B, Volpar Turboliner and Short Skyvan aircraft is effective upon receipt of this telegram. This directive necessary because of a serious engine failure caused by backing off of the high speed pinion retaining nut. To detect and prevent engine failure from this cause, the following is required: (A) Within 10 hours time in service unless previously accomplished within the last 15 hours time in service, and at intervals not to exceed 25 hours time in service thereafter, remove the engine oil filter and inspect the filter for metal particles. If an abnormal quantity of metal particles is found, accomplish Item (C) before further operation of the engine. At each inspection a replacement filter must be installed and the filter which was removed shall be returned for laboratory examination to AiResearch or to a facility approved by the Chief, Aircraft Engineering Division, Western Region. Any finding of unacceptable metal contamination by AiResearch or other approved facility will be communicated to the owner or operator and the FAA. Upon receipt of such notice the engine shall then not be operated until Item (C) is accomplished. 25 hours oil filter special inspections may be discontinued upon completion of Item (C). (B) Within 10 hours time in service, install a placard in full view of the pilot to read: 'If abrupt and complete loss of torque indication occurs, shut down the engine and determine the cause.' This placard may be removed when Item (C) is accomplished. (C) Within 150 hours time in service unless previously accomplished, rework or replace the high speed pinion gear shaft assembly, P/N 869337-2, -3, or -4, in accordance with AiResearch Service Bulletin No. 587, dated 5 February 1970, or later FAA approved revisions. This amendment is effective upon publication in the Federal Register for all person except those to whom it was made effective immediately by telegram dated February 5, 1970.
2006-15-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A300 airplanes and Model A310 airplanes, and for certain Airbus Model A300-600 series airplanes. This AD requires an inspection of the wing and center fuel tanks to determine if certain P-clips are installed and corrective action if necessary. This AD also requires an inspection of electrical bonding points of certain equipment in the center fuel tank for the presence of a blue coat and related investigative and corrective actions if necessary. This AD also requires installation of new bonding leads and electrical bonding points on certain equipment in the wing, center, and trim fuel tanks, as necessary. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to ensure continuous electrical bonding protection of equipment in the wing, center, and trim fuel tanks and to prevent damage to wiring in the wing and center fuel tanks, due to failed P-clips used for retaining the wiring and pipes, which could result in a possible fuel ignition source in the fuel tanks.