Results
2020-09-14: The FAA is superseding Airworthiness Directive (AD) 2020-03- 12, which applied to all Airbus SAS Model A350-941 and -1041 airplanes. AD 2020-03-12 required revising the existing airplane flight manual (AFM) to define a liquid-prohibited zone in the flight deck and provide procedures following liquid spillage on the center pedestal. This AD continues to require revising the existing AFM, and also requires installing a removable integrated control panel (ICP) cover in the flight deck and further revising the AFM to include instructions for ICP cover use, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by the FAA's determination that a removable integrated control panel (ICP) cover must be installed to prevent damage from spillage and that the existing AFM must be revised. The FAA is issuing this AD to address the unsafe condition on these products.
97-20-15: This amendment supersedes an existing airworthiness directive (AD), applicable to Hiller Aircraft Corporation Model UH-12A, UH-12B, UH-12C, UH-12D, and UH-12E helicopters, that currently requires a dye penetrant inspection of the head of the main rotor outboard tension- torsion (T-T) bar pin for cracks; a visual inspection of the outboard T-T bar pin for proper alignment and an adjustment, if necessary; and, installation of shims at the inboard end of the drag strut. This amendment requires the same actions required by the existing AD, but allows a magnetic particle inspection of the T-T bar pin as an alternative to the currently required dye penetrant inspection, and requires reporting the results of the inspections only if cracks are found, rather than reporting all results of inspections as required by the existing AD. This amendment is prompted by an FAA analysis of a comment to the existing AD, and the fact that no cracks have been reported since the issuance of the existing AD. The actions specified by this AD are intended to prevent cracks in the head area of the outboard T-T bar pin, which could result in loss of in-plane stability of the main rotor blade and subsequent loss of control of the helicopter.
2014-20-09: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of missing clamps that are required to provide positive separation between the alternating current (AC) feeder cables and the hydraulic line of the landing gear alternate extension. This AD requires an inspection for missing clamps that are required to provide positive separation between the AC feeder cables and the hydraulic line of the landing gear alternate extension, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct chafing of the AC feeder cable. A chafed and arcing AC feeder cable could puncture the adjacent hydraulic line, which, in combination with the use of the alternate extension system, could result in an in- flight fire.
74-23-07: 74-23-07 CESSNA: Amendment 39-2010. Applies to Cessna Model A188B (Serial Numbers 18801375 through 18801824, including those serial numbers with suffix "T") airplanes. Compliance: Required as indicated, unless already accomplished. To preclude induction air inlet duct collapse and resulting in engine power loss within the next 25 hours' time in service after the effective date of this AD, accomplish the following: Replace the existing induction air inlet duct with Cessna P/N 1650044-1 bellows type induction air inlet duct or equivalent, in accordance with Cessna Service Letter No. SE 74-23, dated October 4, 1974, or later approved revisions. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective November 15, 1974.
2014-20-04: We are superseding Airworthiness Directive (AD) 94-12-03 for certain Airbus Model A320 series airplanes. AD 94-12-03 required modification of the belly fairing structure. This new AD requires repetitive inspections for cracking of the four titanium angles between the belly fairing and the keel beam side panel, an inspection for cracking of the open holes if any cracking is found in the titanium angles, and repair or replacement if necessary; this new AD also expands the applicability of AD 94-12-03. This AD was prompted by reports of cracks at the lower riveting of the four titanium angles that connect the belly fairing to the keel beam side panels on both sides of the fuselage. We are issuing this AD to detect and correct cracking of the titanium angles that connect the belly fairing to the keel beam side panels on both sides of the fuselage, which could affect the structural integrity of the airplane.
2019-19-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-202, -243, -243F, -302, -323, and -343 airplanes. This AD was prompted by a report that cracks have been found within the ring gears of the slat geared rotary actuators (SGRAs) due to a change in the manufacturing process and inadequate post-production non-destructive testing for potential cracking. This AD requires an inspection to determine the part number and serial number of the SGRAs, and replacement of each affected SGRA with a serviceable part, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2014-20-07: We are superseding Airworthiness Directive (AD) 2010-03-05 for all the Boeing Company Model 747-200C and -200F series airplanes. AD 2010-03-05 required, for the upper chords of the upper deck floor beam of section 41, an inspection for cracking of certain fastener holes, and corrective action if necessary; and repetitive replacements of the upper chords, straps (or angles), and radius fillers of certain upper deck floor beams and, for any replacement that is done, inspections for cracking, and corrective actions if necessary. This new AD adds repetitive inspections of the upper chords of the upper deck floor beam of Section 42, repetitive replacements of the upper chords, post- replacement inspections, and corrective actions if necessary. This new AD also adds post-replacement inspections for section 41 and reduces certain compliance times. This AD was prompted by a determination that the upper deck floor beams are subject to widespread fatigue damage (WFD), the existing inspection program is not sufficient to maintain an acceptable level of safety, and the upper chords of the upper deck floor beam of section 42 are subject to the unsafe condition. We are issuing this AD to detect and correct cracking of the upper chords and straps (or angles) of the floor beams, which could lead to failure of the floor beams and consequent loss of controllability, rapid decompression, and loss of structural integrity of the airplane.
2014-20-06: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes, and Model 777 airplanes. This AD was prompted by testing reports on certain Honeywell phase 3 display units (DUs). These DUs exhibited susceptibility to radio frequency emissions in WiFi frequency bands at radiated power levels below the levels that the displays are required to tolerate for certification of WiFi system installations. The phase 3 DUs provide primary flight information including airspeed, altitude, pitch and roll attitude, heading, and navigation information to the flightcrew. This AD requires replacing the existing phase 3 DUs with phase 1, phase 2, or phase 3A DUs, and for certain replacement DUs, installing new DU database software. We are issuing this AD to prevent loss of flight-critical information displayed to the flightcrew during a critical phase of flight, such as an approach or takeoff, which could result in loss of airplane control at an altitude insufficient for recovery, or controlled flight into terrain.
2014-20-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of an incorrectly assembled check tee fitting used in fire extinguishing (FIREEX) distribution lines. This AD requires inspecting to determine the part number and for all affected check tee fittings measuring for correct depth, and replacing if necessary. We are issuing this AD to detect and correct faulty check tee fittings, which will reduce fire extinguishing protection.
70-19-03: 70-19-03 DORNIER AG: Amdt. 39-1080. Applies to Model Do-28D-1 Airplanes. To prevent interference between the jumper wires and the aileron and flap control systems, within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, rework the jumper wire installations located in the right and left wing by installing shorter jumper wires, covering the jumper wires with insulation tubing, and rerouting wires in accordance with Dornier Service Bulletin No. 1030-1408, dated 6 July 1970, or an FAA approved equivalent. This amendment becomes effective September 22, 1970.
2018-25-16: We are adopting a new airworthiness directive (AD) for certain Airbus Defense and Space S.A. Model CN-235, CN-235-200 and CN-235-300 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2014-19-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 and 747-8F series airplanes. This AD was prompted by an analysis by the manufacturer, which revealed that certain fuse pins for the strut-to-wing attachment of the outboard aft upper spar are susceptible to migration in the event of a failed fuse pin through bolt. This AD requires replacing the fuse pins for the strut-to-wing attachment of the outboard aft upper spar with new fuse pins, and replacing the access cover assemblies with new access cover assemblies. We are issuing this AD to prevent migration of these fuse pins, which could result in the complete disconnect and loss of the strut-to-wing attachment load path for the outboard aft upper spar. The complete loss of an outboard aft upper spar strut-to-wing attachment load path could result in divergent flutter in certain parts of the flight envelope, which could result in loss of control of the airplane.
2014-19-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. This AD was prompted by reports of rudder bearings falling out of the fore rudder hinge bracket during assembly. This AD requires a proof load test and detailed inspections; and installation of a new bearing, reaming, or repair of the bearing if necessary. We are issuing this AD to detect and correct improper bearing installation, which could result in abnormal wear and potential increased freeplay in the rudder system, and resultant airframe vibration, leading to compromise of the flutter margins of the airplane.
75-08-16: 75-08-16 BEECH: Amendment 39-2168. Applies to Models 65-90, 65-A90 and B90 (Serial Numbers LJ-1 through LJ-484) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude fuel contamination in the aft fuselage area, accomplish the following: A) On airplanes (Serial Numbers LJ-1 through LJ-395) not modified per Beechcraft Service Instruction 0230-412, Rev. I, or later approved revision, including optional Cabin Heat Out light, within 50 hours' time in service after the effective date of this AD, install a temporary placard on the heater control panel stating: "IF HEATER FAILS TO HEAT, TURN OFF IMMEDIATELY" and operate the aircraft in accordance with this limitation. NOTE: This placard may be fabricated from embossed tape or typed or printed on paper of a contrasting background. B) On airplanes (Serial Numbers LJ-1 through LJ-484) not modified in accordance with Beechcraft Service Instruction 0268-103, Rev. I, or laterapproved revision, within 50 hours' time in service after the effective date of this AD, modify the drainage and sealing of the aft fuselage area as follows: 1. Remove the tail cone and the aft fuselage access door. 2. Drill out the 5 holes in the fuselage skin just aft of the aft pressure bulkhead (station 298.0), the 2 holes just aft of the station 364.0 bulkhead, the hole just aft of the 380.0 bulkhead and the hole in the lower surface of the tail cone to .191 to .196 inch. NOTE: In some cases some of these holes may not exist. If this is the case, do not drill new holes. 3. Fill these holes with MS20470B6 rivets of appropriate length. Seal the rivet butts with EC1239 or equivalent sealant. 4. Drill a 250 inch hole at the lower fuselage centerline .20 inch aft of the aft pressure bulkhead (fuselage station 298.20). 5. Drill a .250 inch hole in the fuselage skin at the lower fuselage centerline .44 inch aft of the fuselage station 380.0 bulkhead (just forward of the tail cone). NOTE: Steps 4 and 5 will allow moisture to drain through the ventral fin. 6. Drill 4 .12 inch diameter drain holes in the lower edge of the ventral fin. These holes should be spaced as follows: a. 1 hole 24.0 inches aft of the forward end of the ventral fin, b. 1 hole 1.6 inches forward of the station 380.0 bulkhead, c. 1 hole 22.0 inches forward of the station 380.0 bulkhead d. 1 hole 52.0 inches forward of the station 380.0 bulkhead 7. On airplanes having a hinged aft fuselage access door, open this door, drill out the 2 drain holes in the door and 3 holes in the forward edge of the door frame. NOTE: In some cases some of these holes may not exist. If this is the case, do not drill new holes. a. Place tape over the 3 holes in the forward edge of the door frame. Fill these holes with EC1239 or equivalent sealant. Do not remove the tape until the sealant cures. b. Fill the remainder of the holes with MS20470B6 rivets of appropriate length. Seal the rivet butts with EC1239 or equivalent sealant. c. Using PPP-T-60 two (2) inch wide tape, or equivalent, temporarily seal the closed aft fuselage access door in a manner that will cover both the door opening edges and fastening screws. C) On or before May 1, 1976, on airplanes (Serial Numbers LJ-1 through LJ-484), modify the aft fuselage in accordance with Beechcraft Service Instructions No. 0268-103, Rev. I, or later approved revisions, and on airplanes (Serial Numbers LJ-1 through LJ-395) modify the heater installation, including installation of cabin heat out light, in accordance with Beechcraft Service Instructions 0230-412, Rev. II, or later approved revisions. D) When Paragraph C is accomplished the temporary placard specified in Paragraph A and temporary sealing of aft fuselage door specified in Paragraph B) 7.c. may be removed. E) Any equivalent method of compliance with this AD must be approvedby the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective April 17, 1975.
75-11-11: 75-11-11 SIKORSKY AIRCRAFT: Amendment 39-2217 as amended by Amendment 39-2432. Applies to all Sikorsky Aircraft Model S-64E and Model S-64F helicopters. To prevent failure of the torquemeter engine to gearbox shaft and gear assembly and consequent secondary damage to the main rotor control system components, remove prior to further flight, torquemeter engine to gearbox shaft and gear assemblies, P/N 6435-20564-042, with 3000 or more hours total time in service. Replace those assemblies removed with P/N 6435-20564-042 assemblies which have less than 3000 hours total time in service, or with P/N 6435-20564-044 assemblies, or with an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. All replacement P/N 6435-20564-042 assemblies must be removed prior to the accumulation of 3000 hours time in service. Amendment 39-2217 became effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram. This amendment 39-2432 becomes effective December 2, 1975.
2013-15-06: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and --315 airplanes. This AD was prompted by reports of dual alternating current (AC) generator failure during flight. The failure was attributed to wire chafing along the wing lower flap shroud. This AD requires revising the maintenance program to incorporate certain tasks for the electrical wiring interconnection system inspection program. We are issuing this AD to prevent failure of both AC generators due to wire chafing, which could result in loss of power to the anti-icing heaters for the elevator horn, engine inlet, and propeller, and consequent ice accumulation in these areas, which could adversely affect the controllability of the airplane.
2014-18-03: We are adopting a new airworthiness directive (AD) for APEX Aircraft Model R 3000/160 airplanes. 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 small pieces of paint from the engine air intake box blocking the engine carburetor. We are issuing this AD to require actions to address the unsafe condition on these products.
67-11-01: 67-11-01 COLONIAL AERONAUTICS (LAKE): Amdt. 39-381 as revised by Amdt. 39-459. Applies to models Colonial C-1 S/N 1 through 14, 16 through 20, 22 through 25; Colonial C-2 S/N 115, 126 through 143; Lake LA-4P S/N 121; Lake LA-4A S/N 244 and 245; Lake LA-4 S/N 246 through 356. Compliance required within 25 hours' time in service after April 5, 1967, the original effective date of this AD, unless already accomplished. To preclude unrestricted fuel from entering the cabin compartment in the event of failure of the fuel pressure gauge instrument line, accomplish the following: Colonial C-2 and LA-4 Series - Braze a 3/16" diameter x 3/8" aluminum alloy rod into the 9 o'clock position of the "T" end of AN 824-4D fitting. Drill through rod with a #60 drill (0.40 in.). If previously accomplished using a 5/32" diameter rod, this is satisfactory. Install the "T" assembly in the fuel pressure gauge instrument line just above the top of the hull (firewall) with the orifice end in the 6 o'clock position. Cap the open end (9 o'clock position) using an AN929-D4 cap. NOTE: If the airplane is equipped with a fuel combustion heater, the AN 824-4D fitting already provided may be utilized and reworked per above. Colonial C-1 - Remove the AN 894D6-4 reducer in the aft end of the fuel gauge instrument line and tap a 3/16-24NF thread 3/8" deep in the male end. Insert a threaded 3/16" aluminum rod utilizing "Loctite" sealant. Drill through rod with a #60 drill. This procedure may also be applied to the C-2 and LA-4 model aircraft. Lake Aircraft Division, Consolidated Aeronautics Service Letters Nos. 14, dated February 24, 1967, and 14A, dated May 5, 1967, pertain to this request. Their P/N's 2-6700-153 and 1-6700-99 are the equivalent "T" and reducer assembly respectively. This amendment effective August 5, 1967. Revised August 5, 1967.
2014-15-19: We are superseding Airworthiness Directive (AD) 2013-03-23 for all Gulfstream Aerospace LP (Type Certificate previously held by Israel Aircraft Industries, Ltd.) Model Gulfstream G150 airplanes. AD 2013-03- 23 required revising the airplane flight manual (AFM) to include procedures to advise the flightcrew of certain runway slope and anti- ice corrections and takeoff distance values. This new AD requires revising the Performance section of the AFM, which includes the revised procedures. This AD was prompted by the issuance of a revision to the AFM, which modifies runway slope and anti-ice corrections to both V1 and takeoff distance values. We are issuing this AD to prevent the use of published, non-conservative data, which could result in the inability to meet the required takeoff performance, with a consequent hazard to safe operation during performance-limited takeoff operations.
2017-19-04: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by a determination that new or more restrictive maintenance requirements and/or airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2014-18-02: We are superseding Airworthiness Directive (AD) 2014-05-02 for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2014-05-02 required repetitive inspections for cracking and corrosion of the aft pressure bulkhead, repetitive inspections of the frame chord drain path for debris, and corrective actions if necessary; and, for certain airplanes, enlargement of frame chord drain holes. This AD requires the same actions as AD 2014-05-02, but revises a certain repetitive inspection interval to avoid a misunderstanding of the repetitive inspection interval for the aft pressure bulkhead. This AD was prompted by reports from operators expressing confusion regarding a certain repetitive inspection interval for the aft pressure bulkhead. We are issuing this AD to detect and correct corrosion or cracking of the aft pressure bulkhead, which could result in loss of the aft pressure bulkhead web and stiffeners, and consequent rapid decompression of the airplane.
58-23-01: 58-23-01 BELL: Applies to All 47B, B3, D, D1, G, G2 and H1 Helicopters. Compliance required as indicated. Service experience indicates numerous failures of the tail rotor pitch change control bearing, P/N R4AF4 and alternate P/N's SIRP and 7R4AXIC. Failures of this bearing have been partly attributed to the pitch change control shaft being bent. To preclude the possibility of losing tail rotor control, a service life of 100 hours' time in service has been established for the tail rotor pitch change bearings P/N's R4AF4, 47-641-146-1, SIRP, and 7R4AXIC. All bearings with 90 or more hours' time in service shall be retired within the next 10 hours' time in service after the effective date of this amendment, except that tail rotor pitch change bearings with 190 or more hours' time in service as of the effective date of this amendment shall be retired prior to the accumulation of 200 hours' time in service. The bearing service life of 100 hours is predicted by the maintenance of a concentric pitch change control shaft to within the allowable tolerances. To insure straightness of the pitch change control shaft, P/N 47-641-034 or P/N 47-641-045, a 600-hour inspection for runout is required. The shaft must be inspected at the next 600-hour inspection or not later than December 15, 1958, and every 600 hours thereafter. Inspect shaft for allowable runout as follows: 1. Remove shaft from tail rotor gear box in accordance with Bell Service Manual. 2. Mount shaft at acme screw thread end in collet. 3. Measure concentricity of bearing shaft diameter. This diameter must be concentric within 0.060 TIR. 4. If diameters are not concentric within 0.060, shaft must be straightened within this tolerance. (Manufacturers Urgent Action Maintenance and Overhaul Instructions, Nos. S58-41 thru S58-47, H58-10, H58-11 and H58-12, dated October 3, 1958, cover same subjects.) Revised September 21, 1961. Revised January 18, 1963.
2014-16-23: We are superseding Airworthiness Directive (AD) 2011-16-01 for all Dassault Aviation Model FALCON 7X airplanes. AD 2011-16-01 required adding an automatic reversion logic and a means for the pilot to override pitch trim control normal modes, and installing placards in the cockpit; replacing the frame of the emergency switch box; replacing certain horizontal stabilizer electronic control units (HSECU); revising the Limitations section of the airplane flight manual (AFM); and revising the maintenance program to incorporate a certain task. This new AD requires modifying the fly-by-wire (FBW) standard; and operational testing of the electric motors reversion relays and trim emergency command of the horizontal stabilizer trim system (HSTS), and repairs if necessary. This AD was prompted by an uncontrolled pitch trim runaway during descent. We are issuing this AD to prevent an uncontrolled pitch trim runaway, which could result in loss of control of the airplane.
2014-17-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4- 600R series airplanes; Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by reports of rupture of the uplock springs of the nose landing gear (NLG) and main landing gear (MLG) doors and legs. This AD requires repetitive inspections of the uplock springs of the NLG and MLG doors and legs for broken and damaged springs, and corrective actions if necessary. We are issuing this AD to detect and correct improper free fall extension of the MLG or NLG, which could lead to possible loss of control of the airplane on the ground, and consequent damage to the airplane and injury to occupants.
74-23-08: 74-23-08 GRUMMAN AMERICAN CORPORATION: Amendment 39-2007. Applies to Grumman G-159 airplanes certificated in all categories. Compliance required within the next 200 hours time in service after the effective date of this airworthiness directive unless already accomplished. To provide dual electrical power for the fire extinguisher squib circuits accomplish the following or an equivalent rework approved by the Chief, Engineering and Manufacturing Branch, Southern Region. Remove the existing left and right engine fire extinguisher switches and left hand eyebrow circuit breaker panel nameplate. Install MS24524-21 switches, electrical wiring, 159SB10112-1 nameplate and check out system in accordance with Grumman Gulfstream I Aircraft Service Change 210. This amendment becomes effective November 15, 1974.