Results
2009-21-03: The FAA is adopting a new airworthiness directive (AD) for Hamilton Sundstrand Power Systems T-62T-46C12 auxiliary power units (APUs). This AD requires upgrading the software in the APU full- authority digital controller (FADEC) from software version 02.01.000 to version 03.00.000. This AD results from two reports of APU compartment explosions due to over-fueling of the APU at low revolutions-per-minute during the start sequence. We are issuing this AD to prevent over- fueling of the APU during the start sequence, which could lead to fuel explosions, injury, and damage to the APU and the airplane.
2003-24-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 & 701) series airplanes, that currently requires a revision to the Airplane Flight Manual (AFM) to prohibit operations into known or forecast icing conditions under certain conditions. That AD also requires an inspection to detect damage of the wing anti-ice (WAI) ducts to determine if the external shrouds of the ducts are open or cracked, and replacement of any damaged duct with a new duct or a duct with the same part number, and an optional terminating action. This amendment requires accomplishment of the previously optional terminating action for the AFM revision and inspection. The actions specified by this AD are intended to prevent the WAI ducts from collapsing, cracking, or rupturing, which could cause leakage of hot air in the under-floor pressurized area of the fuselage when the anti- ice system is turned on. Such leakage of hot air results in insufficient heat for the anti-ice system and consequent aerodynamic degradation. This action is intended to address the identified unsafe condition. DATES: Effective December 31, 2003. The incorporation by reference of a certain publication listed in the regulations was approved previously by the Director of the Federal Register as of June 27, 2003 (68 FR 35152, June 12, 2003).
96-13-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires modification of the existing diaphragms on the surround structure of the Type II emergency exit. This amendment is prompted by a report indicating that, during fatigue tests on a Model 4101 test article, fatigue-related cracking was found in the surround structure of a Type II emergency exit. The actions specified by this AD are intended to prevent such cracking in the surround structure, which could result in reduced structural integrity of the fuselage pressure vessel.
2009-21-11: 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: Cycle life limit value for ARRIUS 1A balancing piston Part Number (P/N) 0 319 20 152 0, initially set at 40 000 cycles, has been reduced to 16 000 cycles, following the discovery of a calculation error during a recent review of the ARRIUS 1 engine family files. We are issuing this AD to prevent failure of the balancing piston, which could result in an engine in-flight-shutdown and the release of high-energy debris and damage to the helicopter.
56-20-01: 56-20-01 BEECH: Applies to All Model E18S Aircraft. Compliance required as soon as possible but not later than November 15, 1956. The nuts on the tailwheel truss axle should be checked to determine that they rotate when the gear is retracted with the airplane on jacks. If not, remove the axle and check for distortion and replacement of axle if necessary. The side play between the tailwheel truss and the fuselage axle fittings should be checked by loosening one of the axle nuts. If total side play exceeds 0.030 the axle should be removed and a maximum of two washers between the truss and fitting on each side should be installed to take up the side play. The side play should not be taken up by tightening the axle nuts. As the axle is to rotate in the fuselage fittings the nuts should be finger tight plus sufficient turning to allow insertion of the cotter keys. (Beech Service Bulletin No. 22, issued August 8, 1956, covers this same subject.)
2020-24-03: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS350B, AS350BA, AS350B1, AS350B2, AS350D, AS355E, AS355F, AS355F1, and AS355F2 helicopters. This AD requires testing the UP/DOWN switches of a certain part-numbered DUNLOP cyclic stick grip, installing a placard, and revising the existing Rotorcraft Flight Manual (RFM) for your helicopter, or removing the DUNLOP cyclic stick grip. This AD was prompted by an inadvertent activation of the rescue hoist cable cutter. The actions of this AD are intended to address an unsafe condition on these products.
67-30-04: 67-30-04 HAWKER SIDDELEY: Amdt. 39-511 Part 39 Federal Register November 10, 1967. Applies to Model DH-125 Series 1A and 1A-522 Airplanes, Serial Numbers 25013 through 25104. Compliance required within the next 500 hours' time in service after the effective date of this AD, unless already accomplished. To preclude the possibility of engine mount beam failure, modify the engine mount beam by removing the foam filler, reinforcing the lower flanges at the outboard ends with bar inserts and installing aluminum guard plates, in accordance with Hawker Siddeley Service Bulletin 53- 22-(1723). Revisions 1, dated April 10, 1967, or later ARB-approved revision or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. This amendment effective December 11, 1967.
2003-23-05: The FAA is adopting a new airworthiness directive (AD) for certain Titeflex Corporation hoses installed on Boeing 737-300, -400, - 500, -600, -700, -700C, -800, -900, 747-400, 757-200, -300, 767-200, - 300, and -300F airplanes. This AD requires, within 24 months after the effective date of the AD, inspection of certain Titeflex Corporation hoses for proper date and paint code, replacement if necessary, and inspection for proper heat treatment of aluminum B-nuts, if necessary. This AD is prompted by certain Titeflex Corporation hoses discovered with incorrect heat treatment of B-nuts. We are issuing this AD to prevent fire extinguishing system and fuel system hose failure due to improperly heat treated aluminum B-nuts.
94-11-02: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 767 series airplanes. This action requires repetitive detailed visual and eddy current inspections to detect cracks of certain midspar fuse pins, and replacement of any cracked midspar fuse pin with a new fuse pin. This amendment is prompted by reports of longitudinal fatigue cracks on certain midspar fuse pins installed on Boeing Model 767 series airplanes. The actions specified in this AD are intended to prevent loss of the strut and engine due to cracking of both fuse pins on the same strut.
67-22-07: 67-22-07 MOONEY: Amdt. No. 39-444, Part 39, Federal Register July 21, 1967. Applies to Model M20F, Serial Numbers 660003, 660004, and 670001 through 670303. Compliance required within the next 15 hours' time in service after the effective date of this AD unless already accomplished. To prevent water retention in the rudder assembly, accomplish the following: Drill .375 (3/8) inch diameter holes in the rudder as shown by Figure 1 of Mooney Service Bulletin M20-149 or FAA-approved equivalent. This may be accomplished without removal of the rudder or any part replacements. This amendment effective August 21, 1967.
2009-20-08: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 727 airplanes. This AD requires performing an operational test of the engine fuel suction feed of the fuel system, and other related testing and corrective actions if necessary. This AD results from a report of in-service occurrences of loss of fuel system suction feed capability, followed by total loss of pressure of the fuel feed system. We are issuing this AD to detect and correct failure of the engine fuel suction feed capability of the fuel system, which could result in multi-engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
2008-07-04: 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: A case of loose bond (ungluing) of one mounting wooden block of the control stick base cover, found during the cover reinstallation, was reported to the Type Certificate Holder (TCH) and led to the issuance of the "recommended'' Service Bulletin (SB) No. 031004 in February 2004. Since that date, other similar occurrences have been reported. This SB in its revision 1, has therefore been reclassified "mandatory'' by the TCH. We are issuing this AD to require actions to correct the unsafe condition on these products.
2005-11-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-102, -103, -106, -201, -202, -301, -311 and -315 airplanes. This AD requires installation of check valves in Numbers 1 and 2 hydraulic systems, removal of the filters from the brake shuttle valves, and removal of the internal garter spring from the brake shuttle valves. This AD results from two instances of brake failure due to the loss of hydraulic fluid from both Numbers 1 and 2 hydraulic systems and one incident of brake failure due to filter blockage in the shuttle valve. We are issuing this AD to prevent the loss of hydraulic power from both hydraulic systems, which could lead to reduced controllability of the airplane, and to prevent brake failure, which could result in the loss of directional control on the ground and consequent departure from the runway during landing.
57-05-01: 57-05-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft. Compliance required by August 1, 1957. During emergency extension of the landing gear, hydraulic dump valves are actuated in the landing gear hydraulic system to vent fluid directly overboard in order to prevent trapped fluid from preventing the lowering of the landing gear. On early model aircraft this fluid was vented overboard on the inboard side of the nacelles directly aft of the exhaust stack. This has resulted in fires in areas where no fire detection or protection is provided. In order to prevent this occurrence, item (1), (2), or (3) should be accomplished. (1) The vent line should be rerouted to vent from nacelle tail cone in accordance with Curtiss-Wright Service Bulletin C-46 1226 or Curtiss-Wright Drawing No. 20-575-3206. (2) The vent line should be rerouted to return to the main system as outlined in change A of T.O. 01-25LA-209. (3) The vent line should be rerouted to anapproved equivalent of item (1) or (2). Either item (1) or (2) may have been accomplished on later model aircraft at the factory or by the military; however, the aircraft may have been further modified and should be inspected for compliance.
67-17-01: 67-17-01 AERO PRODUCTS: Amdt. 39-417 Part 39 Federal Register May 11, 1967. Applies to Models A6441FN-606 and A6441FN-606A Propellers. Compliance required as indicated. (a) On or before July 1, 1967, unless already accomplished, on each propeller in which is installed a fixed spline P/N 6522974, Serial No. 1367 and up, or P/N's 6523110 and 6509978, accomplish the following: (1) Remove from service all fixed splines P/N's 6523110 and 6509978. (2) Remove from service any P/N 6522974, Serial No. 1367 and up, fixed spline which does not meet the specification requirements for core hardness. (Reference: Allison Commercial Service Letter 189, Page 7, titled "Fixed Spline," Paragraph B.4.c.) (b) Within the next 10 hours' time in service, unless already accomplished, each propeller in which is installed a fixed spline P/N 6523110, or 6509978, or P/N 6522974, with Serial No. 1367 and up, must be inspected and marked as required by Allison telegram THO- 641W-LOD, dated April 7, 1967, as modified by Allison telegram THO-662W-LOD, dated April 10, 1967. Thereafter, repetitive daily inspections are required as specified in those telegrams. (c) If, during the daily inspection, it is determined that a propeller blade is beyond tolerance as set forth in those telegrams, the propeller shall be removed from service and be - (1) Retained by the operator, with immediate notification to the Chief, Engineering and Manufacturing Branch, FAA Central Region, pending further instructions by him; or (2) Returned to an approved overhaul base and the Chief, Engineering and Manufacturing Branch, FAA Central Region, notified immediately. (d) The daily inspection required by this AD may be discontinued when the fixed splines identified in (a)(1) have been removed from service and replaced by airworthy fixed splines, or when the fixed splines identified in (a)(2) have been inspected for core hardness and determined to meet specifications or have been replaced by airworthy fixed splines. (e) Within the next 10 hours' time in service from the effective date of this amendment, unless already accomplished, each propeller which has not been modified to comply with the restrictor installation of paragraph (a) of AD 67-20-01 and in which is installed a fixed spline Part Number 6508538, accomplish the markings and inspections outlined in paragraphs (b) and (c). This amendment effective September 20, 1967, for all persons except those to whom it was made effective by telegram dated September 8, 1967. This supersedes AD 67-12-01. This directive effective May 11, 1967. Revised September 20, 1967.
2020-24-06: The FAA is superseding Airworthiness Directive (AD) AD 2019- 08-13 for Textron Aviation, Inc., (type certificate previously held by Cessna Aircraft Company) Models 525, 525A, and 525B airplanes with Tamarack Aerospace Group (Tamarack) active load alleviation system (ATLAS) winglets installed in accordance with Supplemental Type Certificate (STC) SA03842NY. AD 2019-08-13 was prompted by mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as malfunction of the ATLAS. This AD results from the identification of corrective actions that, if implemented, allow operators to reactivate the ATLAS and restore operations to normal procedures. The FAA is issuing this AD to address the unsafe condition on these products.
2003-23-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that currently requires modification of the number 3 left and right emergency exit doors. This amendment requires a new, improved modification of the number 3 left and right emergency exit doors, which terminates the requirements in the existing AD. The actions specified by this AD are intended to prevent the number 3 emergency exit doors from jamming, which could impede the safe evacuation of passengers and crew during an emergency. This action is intended to address the identified unsafe condition.
2009-20-06: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: DGAC [Direction Generale de l'Aviation Civile] France AD 86-102-74(B) [which corresponds to FAA AD 88-06-03, amendment 39-5871] was issued to prevent development of damage, which was discovered during [a] fatigue test in the attachment angles of the rear pressure bulkhead (fuselage frame 80/82). Following the life extension activities linked to the A310 program, the interval of inspection for A310-200 aircraft series was reduced from 12000 flight cycles (FC) to 9000 FC * * *. Some stress analysis conducted in the frame of the life extension activities of the A300-600 program leads the manufacturer to reduce as well the interval of inspection applicable to A300B4- 620 and A300C4-620 aircraft models. * * * * * The unsafe condition is cracking in the attachment angles of the rear pressure bulkhead, which could result in failure of the rear pressure bulkhead. We are issuing this AD to require actions to correct the unsafe condition on these products.
67-03-05: 67-03-05 LOCKHEED: Amdt. 39-326 Part 39 Federal Register December 22, 1966. Applies to Models 649, 749, and 1049 Airplanes Powered by Wright 749C18BD-1 and 975C18CB-1 Engines Equipped With Hamilton Standard 43E60/6869-0, 43E60/6901-0, and 43E60/6903-0 Propellers. Compliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished. To minimize propeller vibratory stresses, amend the FAA-approved Airplane Flight Manual to include the following operating limitations: Continuous ground running between 2,300 and 2,650 r.p.m. with the propeller governing is prohibited. Continuous static ground running in a crosswind above 2,650 r.p.m. is prohibited. This directive effective January 23, 1967.
2020-24-05: The FAA is adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (Piper) Models PA-28-140, PA-28-150, PA- 28-160, PA-28-180, PA-28-235, PA-32-260, and PA-32-300 airplanes. This AD was prompted by reports of corrosion found in an area of the main wing spar not easily accessible for inspection. This AD requires inspecting the left and right main wing spars for corrosion, and, if corrosion is found, taking all necessary corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
2003-03-15 R1: This amendment revises an existing airworthiness directive (AD), applicable to various Boeing and McDonnell Douglas transport category airplanes, that currently requires revising the Airplane Flight Manual (AFM) to advise the flightcrew to don oxygen masks as a first and immediate step when the cabin altitude warning horn sounds. The actions specified by that AD are intended to prevent incapacitation of the flightcrew due to lack of oxygen, which could result in loss of control of the airplane. This amendment removes certain requirements for certain airplanes and revises the direction to the flightcrew to don oxygen masks as a first and immediate step when the cabin altitude warning occurs, rather than "when the cabin altitude warning horn sounds." This action is intended to address the identified unsafe condition.
94-09-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8, DC-9, and DC-9-80 series airplanes; Model MD-88 airplanes; and C-9 (military) airplanes; that requires inspection of the center and side windshields, and replacement of discrepant windshields. This amendment is prompted by reports that the core ply of certain windshields was incorrectly tempered during the manufacturing process. The actions specified by this AD are intended to prevent failure of the windshield.
2020-23-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC225LP helicopters. This AD was prompted by a report of a manufacturing and control issue regarding the ceramic balls in the bearing installed in the swashplate assembly of the main rotor mast assembly. This AD requires repetitive inspections of the bearing in the swashplate assembly of the main rotor mast assembly for discrepancies (ceramic balls that have a hard point or sensitive axial play or both) and, depending on the findings, replacement of an affected main rotor mast assembly with a serviceable main rotor mast assembly, 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.
78-09-04: 78-09-04 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-3200. Applies to Model DH-104 "Dove" airplanes, all series, certificated in all categories, except those airplanes incorporating Hawker Siddeley Model DH-104 Modification 779. Compliance is required as indicated. To detect cracking and prevent possible failure of the lugs of the lower center section main spar wing to fuselage attachment, accomplish the following: (a) Within one month after the effective date of this AD, unless already accomplished within the last month, and thereafter at intervals not to exceed two months from the last inspection, remove the lower wing to fuselage fairings and inspect the center section main spar bottom boom lugs for cracks using an ultrasonic inspection method in accordance with appendix 1 of Hawker Siddeley Aviation, Limited Technical News Sheet (TNS) 238, issue 2, dated January 24, 1977, or an FAA-approved equivalent. (b) The repetitive inspections required by paragraph(a) of this AD may be terminated upon incorporation of a steel lower boom in accordance with Hawker Siddeley Model DH-104 Modification 779, or an FAA-approved equivalent. (c) Within two months after accomplishing six repetitive inspections under paragraph (a) of this AD, a steel lower boom must be incorporated in accordance with Hawker Siddeley Model DH-104 Modification 779, or an FAA-approved equivalent. (d) If any crack is found during an inspection required by paragraph (a) of this AD, before further flight, replace the boom with a steel boom in accordance with Hawker Siddeley Model DH-104 Modification 779, or an FAA-approved equivalent. This amendment becomes effective May 24, 1978.
2003-22-13: The FAA adopts a new airworthiness directive (AD) for all AeroSpace Technologies of Australia Pty Ltd. (ASTA) Models N22B and N24A airplanes. This AD requires you to visually inspect the ailerons for damage and replace if necessary; adjust the engine power levers aural warning microswitches; set flap extension and flap down operation limitations; and fabricate and install cockpit flap extension and flap down operation restriction placards. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. We are issuing this AD to prevent damage to the aileron due to airplane operation and pre-existing and undetected damage, which could result in failure of the aileron. Such failure could lead to reduced or loss of control of the airplane.