Results
2012-22-01: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Models 172R and 172S airplanes. This AD was prompted by reports of chafed fuel return line assemblies, which were caused by the fuel return line assembly rubbing against the right steering tube assembly during full rudder pedal actuation. This AD requires you to inspect the fuel return line assembly for chafing; replace the fuel return line assembly if chafing is found; inspect the clearance between the fuel return line assembly and both the right steering tube assembly and the airplane structure; and adjust as necessary. We are issuing this AD to correct the unsafe condition on these products.
2022-05-12: The FAA is superseding Airworthiness Directive (AD) 2020-12-08 for all Embraer S.A. Model EMB-505 airplanes. AD 2020-12-08 required inspections of the mass-balance weights of the elevators, ailerons, and rudder (flight control surfaces) and their attachment parts, and corrective actions if necessary, and revising the airworthiness limitation section (ALS) of the maintenance manual or instructions for continued airworthiness to incorporate new airworthiness limitations. This AD retains the actions required by AD 2020-12-08 and requires, for certain airplanes, cleaning and weighing certain mass-balances and installation or replacement, as applicable; and for certain other mass- balances for certain airplanes, replacement of those mass-balances. This AD was prompted by a determination that new applicable airplane serial numbers and new criteria for the replacement of affected parts are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
99-08-23: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This action requires repetitive inspections to detect cracking in the web of the aft pressure bulkhead at body station 1016 at the aft fastener row attachment to the "Y" chord; and corrective actions, if necessary. This amendment is prompted by several reports of fatigue cracking found at that location on Model 737 series airplanes. The actions specified in this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage.
84-14-01: 84-14-01 AVCO LYCOMING: Letter issued July 20, 1984. Pursuant to the authority of the Federal Aviation Act of 1958, delegated to me by the Administrator, the following AD is issued and made applicable to Avco Lycoming LTS101-600A-2 model engines. Compliance required in the sequence indicated, unless already accomplished: 1. Perform a T4 indicator system check on those AS350D helicopters having Brion Leroux T4 indicator part number 5626-524-00-00 installed, in accordance with Aerospatiale Maintenance Manual Maintenance Work Card (MWC) 77.00.00.501 at four approximately equal increments between 680 degrees C and 820 degrees C, within the next 50 engine operating hours and thereafter at intervals not to exceed 300 engine operating hours. (NOTE: Approved calibration equipment is described in Aerospatiale Telex Number AHC/SE/BH/84T/114T, paragraph EE.) Comply with following instructions (A), (B), and (C) if the T4 indicator system error is greater than zero plus minus 5 degreesC at any of the four increments and comply additionally with paragraph 4 below prior to further flight if the T4 indicator system reads low by 15 degrees C or greater at any of the four increments. (A) Check that the thermocouple loop resistance (without indicator) is not greater than 5.7 OHMS. (B) If the thermocouple loop resistance (without indicator) is greater than 5.7 OHMS, check the harness for loose or contaminated connections. Tighten, clean, or replace the aircraft harness components, or check and replace engine thermocouple components as required to bring the resistance to 5.7 OHMS or less. (C) When the thermocouple loop resistance (without indicator) is 5.7 OHMS or less, calibrate the T4 indicator system to result in zero plus minus 5 degrees C error at a selected point within the range of 760 degrees C to 770 degrees C, by adjusting the indicator setscrew (reference MWC 77.00.00.501) or replacing the indicator if required. 2. Perform an engine condition checkin accordance with the Aerospatiale AS350D helicopter flight manual, Section II, paragraph 10, within the next 50 engine operating hours. If the condition of the engine is proved to be unsatisfactory and cannot be corrected through normal maintenance procedures, comply with paragraph 4 below prior to further flight. 3. Perform an engine vibration survey in accordance with Avco Lycoming Service Bulletin Number LTS 101A-71-00-0061, Section II, Item B, within the next 50 engine operating hours. If the revised vibration limits are exceeded, comply with paragraph 4 below prior to further flight. 4. Comply with the accomplishment instructions in Avco Lycoming Service Bulletin Number LTS 101A-71-00-0061, Section II, Items F, G, H, and I, at each 600 hour periodic inspection and prior to further flight as directed by the preceding paragraphs. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FAR) 21.197 and 21.199 to a base where the AD can be accomplished. Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, FAA, New England Region. This airworthiness directive becomes effective upon receipt.
2004-14-19: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 767 series airplanes, that requires repetitive detailed inspections of the aft pressure bulkhead for indications of oil cans and previous oil can repairs, and corrective actions, if necessary. An oil can is an area on a pressure dome web that moves when pushed from the forward side. This action is necessary to detect and correct the propagation of fatigue cracks in the vicinity of oil cans on the web of the aft pressure bulkhead, which could result in rapid decompression of the passenger cabin, possible damage or interference with the airplane control systems that pass through the bulkhead, and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
49-13-02: 49-13-02 BELLANCA: Applies to Models 14-13, 14-13-2 and 14-13-3 Aircraft As Indicated by Serial Numbers Below. Compliance required by July 1, 1949. 1. (Applies to Serial Numbers 1060 through 1567, and 1570 through 1573.) In order to strengthen the fitting on the rear wing spar to which the landing gear drag strut attaches, Bellanca P/N 7560, a 0.065 x 1 1/4 x 1 3/8 4130 steel plate should be welded in place at the forward intersection of the two channel sections. (Bellanca Service Bulletin No. 18 covers this same subject.) 2. (Applies to all Serial Numbers prior to 1589.) In order to prevent overstressing the landing gear drag strut, a suitable stop should be provided at the lower end of the landing gear retracting screw. The stop should be so installed and adjusted as to limit the drag strut travel to that necessary to fully extend the gear. (Bellanca Service Bulletin No. 24 covers this same subject.)
2022-05-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a report that some tie-rod assemblies may have been overtightened during the installation of interior monuments (such as galleys, lavatories, and forward stowage or wardrobes). This AD requires adjusting the tie-rod assemblies, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
47-21-09: 47-21-09 NAVION: (Was Mandatory Note 8 of AD-782-3.) Applies to All Serials Up to and Including Number NAV-4-947. Compliance required prior to September 1, 1947. Due to malfunctioning of the hydraulic system which has resulted in the failure of components of that system, including actuating cylinders, the following modifications must be accomplished: (a) If an engine-driven hydraulic pump is installed in the airplane, rework the hydraulic power system to install the manually controlled relief valve, North American P/N 145- 58027, and replace the existing placard "Hyd. System Pull Off" with new placard "Hyd. Power On". (North American Field Service Bulletin No. 26 covers this same subject.) (b) Install the swivel head type nose gear actuating cylinder, North American P/N 145-58014. (North American Field Service Bulletin No. 19 covers this same subject.) (c) Visually inspect all flap and landing gear actuating cylinders for evidence of cracks or other damage. Any cylinders found to be damaged should be replaced.
2004-14-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-102, -103, and -106 airplanes, that requires repetitive detailed inspections of the left and right aileron tab actuator arm channels for cracking, and corrective actions if necessary. This proposal also provides an optional terminating action for the repetitive inspections. This action is necessary to prevent increased roll forces due to cracking of the left and right aileron tab actuator arms, which could be interpreted by the pilot as a flight control problem and might lead to loss of control of the airplane. This action is intended to address the identified unsafe condition.
2022-05-02: The FAA is superseding Airworthiness Directive (AD) 2021-11- 25, which applied to certain Airbus Helicopters (type certificate previously held by Eurocopter France) Model AS350B3 and EC130T2 helicopters. AD 2021-11-25 required revising the existing rotorcraft flight manual (RFM) for your helicopter by inserting a new procedure (temporary). Since the FAA issued AD 2021-11-25, the manufacturer identified an additional affected full authority digital engine control (FADEC) part number and developed an optional modification for the affected FADECs. This AD requires revising the existing RFM for your helicopter by inserting a new procedure (temporary). This AD also requires, for helicopter on which an optional terminating action (installation of serviceable FADECs) was done, removing the applicable temporary procedure from the existing RFM for your helicopter. In addition, this AD also adds helicopters to the applicability. Furthermore, this AD prohibits the installation of an affected FADEC. The FAA is issuing this AD to address the unsafe condition on these products.
2004-14-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747- 400F, and 747 SR series airplanes, that requires inspection of fire extinguisher bottles in the engine and the auxiliary power unit (APU) to determine the part number; and replacement of the fire extinguisher bottles with new fire extinguisher bottles, if necessary. This action is necessary to prevent fractured discharge heads, which could cause the fire extinguishing agent to leak, which could result in an uncontrolled engine fire that could spread to the strut and wing, or an uncontrolled APU fire that could spread to the airplane structure. This action is intended to address the identified unsafe condition.
96-17-01: This amendment adopts a new airworthiness directive (AD) that is applicable to AlliedSignal Inc. (formerly Textron Lycoming) Model T5313B turboshaft engines. This action supersedes priority letter AD 96-15-07 that currently requires, prior to further flight, removal from service of all suspect second stage power turbine disks, identified by serial number, and replacement with serviceable parts. This action corrects an incorrect second stage power turbine disk serial number. This amendment is prompted by report of a typographical error in the serial number listing. The actions specified by this AD are intended to prevent possible failure of a second stage power turbine disk, uncontained engine failure, and damage to aircraft.
94-14-15: 94-14-15 DASSAULT AVIATION: Amendment 39-8963. Docket 93-NM-159-AD. Applicability: Model Mystere-Falcon 50 series airplanes, serial numbers 2 through 216, inclusive; equipped with exhaust duct attachment clamps, part number (P/N) NH1002299-10 or P/N NH1007763- 10; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of attachment clamps installed on the engine exhaust ducts, which could cause exhaust gas to leak and, subsequently, could trigger a false engine fire alarm, accomplish the following: (a) For airplanes equipped with exhaust duct attachment clamps having P/N NH1002299-10: Within 300 flight hours after the effective date of this AD, or within 6 months after the effective date of this AD, whichever occurs first, replace attachment clamps having P/N NH1002299-10 with attachment clamps having P/N NH1007763-10, in accordance with Dassault Aviation Service Bulletin F50-229 (F50- 54-13), Revision 1, dated July 21, 1993. (b) For airplanes equipped with exhaust duct attachment clamps having P/N NH1007763-10: Within 1,400 flight hours after the effective date of this AD, inspect the attachment clamps installed on the engine exhaust ducts to verify if the clamp screw is straight (not bent), in accordance with Dassault Aviation Service Bulletin F50-229 (F50-54-13), Revision 1, dated July 21, 1993. (1) If the clamp screw is straight, prior to further flight, verify if the tightening torque value of the screw is marked on the attachment clamp as follows: "NORMAL NET TORQUE 100-120 IN-LBS." (i) If the marking is as specified in paragraph (b)(1) of this AD, no further action is required. (ii) If the marking is not as specified in paragraph (b)(1) of this AD, prior to further flight, erase the incorrect marking and replace it with the correct tightening torque value. (iii) After correcting the marking, prior to further flight, ensure that the clamp screw is secured to the tightening torque value specified in paragraph (b)(1) of this AD. (2) If the clamp screw is bent, prior to further flight, replace the discrepant attachment clamp with a new attachment clamp having the same part number, in accordance with the Accomplishment Instructions of Dassault Aviation Service Bulletin F50-229 (F50-54-13), Revision 1, dated July 21, 1993. (c) As of the effective date of this AD, no person shall install an exhaust duct attachment clamp having P/N NH1007763-10 on any airplane, unless that attachment clamp is marked "NORMAL NET TORQUE 100-120 IN-LBS." (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with Dassault Aviation Service Bulletin F50-229 (F50-54-13), Revision 1, dated July 21, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Falcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on August 5, 1994.
96-17-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, -40, and KC-10A (military) series airplanes, that requires modification of the AC generator control units. This amendment is prompted by reports of loss of electrical power from two generators and an engine that flamed out due to an overfrequency condition of a generator. The actions specified by this AD are intended to prevent an overfrequency condition of a generator, which could lead to the loss of all electrical power of the airplane.
2022-02-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report that during a fleet sampling inspection, cracks were found on the inner cylinder pivot pins of the left and right main landing gear (MLG) on one of the airplanes. This AD requires repetitive lubrications of the left and right MLG truck beams and inner cylinder pivot joints; a review of the maintenance program documentation to verify that certain lubrication tasks are incorporated; repetitive inspections of the MLG inner cylinder pivot pins and inner cylinder bushings of the MLG truck beams and inner cylinder joints to detect friction, heat damage, excessive wear, cracking, and smearing of bushing material; and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
50-19-02: 50-19-02 CONVAIR: Applies to All Model 240 Aircraft. Compliance required as indicated. Failures of the rudder flight tab balance weight brackets and of the rudder closing spar ahead of the flight tab have been experienced on service aircraft. In order to preclude the possibility of these failures progressing to such an extent that the airworthiness of the airplane is impaired, it is considered necessary that the following be accomplished on all CVAC Model 240 Series aircraft: A. To be accomplished as soon as practicable but not later than next No. 1 inspection and to be repeated at each No. 2 inspection thereafter. Inspect the rudder flight tab balance weight brackets for cracks in the neck down areas approximately 1 inch from the flight tab and also adjacent to the edges of the counterweight. Inspect the rudder closing spar for cracks in the areas adjacent to the rudder flight tab hinge brackets. All cracks, when found, must be replaced or suitably repaired before next flight. B. To be accomplished by January 1, 1951. Reinforce the rudder flight tab balance weight brackets, and the attachment of the brackets to the tab and to the balance weight. (CVAC Service Bulletin 240-355A covers this same subject.) NOTE: Although evidence indicates that these failures will be materially reduced after incorporation of the above, sufficient evidence of trouble-free operation is not available. Therefore, it will be necessary that the inspections outlined under part A, be continued at each No. 3 inspection after the incorporation of part B, until sufficient evidence of trouble-free operation has been supplied to the FAA to warrant discontinuance of this inspection. This supersedes AD 50-06-03.
2004-14-17: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300-600 and A310 series airplanes, that currently requires deactivating both thrust reversers and revising the airplane flight manual (AFM) to ensure safe and appropriate performance during certain takeoff conditions. This amendment requires installing modifications that will add an independent third line of defense on the thrust reversers, which would enhance their redundancy and terminate the requirements of the existing AD. The actions specified by this AD are intended to prevent in-flight deployment of the thrust reversers, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2022-05-01: The FAA is adopting a new airworthiness directive (AD) for certain Learjet, Inc., Model 35, 35A (C-21A), 36, 36A, 55, 55B, 55C, and 60 airplanes. This AD was prompted by a report indicating that a repair station approved Learjet spoiler assemblies for return to service after extending their life limit. This AD requires removing certain spoiler assemblies from service and prohibits their installation. The FAA is issuing this AD to address the unsafe condition on these products.
48-12-04: 48-12-04 LOCKHEED: Applies to All 49 and 149 Aircraft As Specified by Civil Air Regulations Amendments 41-3, 42-2, and 61-2. To be accomplished not later than the dates specified in the above amendments as revised by special Civil Air Regulations Serial Nos. 385, 390, 390A, 390B and any subsequent regulations affecting these compliance dates. All air carrier aircraft must be modified in all necessary respects to comply with the fire prevention requirements outlined in CAR Amendments 41-3, 42-2, and 61-2. Compliance with the requirements may be completed by accomplishing the modifications outlined in the following listed Lockheed Service Bulletins. Other rework shown to be equivalent to that covered by the Service Bulletins will also be acceptable. 49/SB-175, Installation of Cabin Door Louver Covers and Door Stops; 49/SB-179, Inspection and Replacement of Crew Seat Upholstery Covers; 49/SB-180, Rework of Receptacles for Used Towels, Paper, and Waste; 49/SB-181, Rework ofBaggage Compartment Lining; 49/SB- 183B, Installation of Smoke Detectors; 49/SB-184, Installation of CO2 Provisions in Cargo Compartment; 49/SB-188, Enclosure of Cabin Heater Fuel Control System Components; 49/SB- 191, Replacement of Firewall and Fire Seal Fittings and Cable Seals; Installation of CO2 Fire Extinguisher Check Valves; 49/SB-153, Sealing of Access Doors in Stub Wing Fillet; 49/SB-216, Relocation of Fenwal Fire Detectors; 49/SI-44, Installation of Metal Main Landing Gear Aft Doors.
2004-14-20: The FAA supersedes Airworthiness Directive (AD) 2003-21-07, which applies to certain The Cessna Aircraft Company (Cessna) Model 525 airplanes. AD 2003-21-07 currently requires you to disengage the pitch trim circuit breaker and AP servo circuit breaker and then tie strap each of them to prevent them from being engaged. Not utilizing this equipment prevents a single-point failure. This AD is the result of Cessna having now developed and made changes in the design of the affected trim printed circuit board (PCB) assembly to allow the use of the assembly and the prevention of the single-point failure, and identification of additional airplanes that have the same unsafe condition. Consequently, this AD requires you to remove and replace an old trim PCB assembly with a new design assembly or modify an old trim PCB assembly to the new design. We are issuing this AD to correct this single-point failure in the electric pitch trim system, which will result in a runaway pitch trim condition where the pilot could not disconnect using the control wheel autopilot/trim disconnect switch. Failure of the electric trim system would result in a large pitch mistrim and would cause excessive control forces that the pilot could not overcome.
2022-04-07: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-1B64, -1B64/P1, -1B64/P2, - 1B67, -1B67/P1, -1B67/P2, -1B70, -1B70/75/P1, -1B70/75/P2, -1B70/P1, - 1B70/P2, -1B70C/P1, -1B70C/P2, -1B74/75/P1, -1B74/75/P2, -1B76/P2, - 1B76A/P2, GEnx-2B67, -2B67B, and -2B67/P model turbofan engines. This AD was prompted by an in-flight shutdown (IFSD) of an engine and subsequent investigation by the manufacturer that revealed an improperly torqued fuel metering unit (FMU) bypass valve (BPV) plug. This AD requires a shim check inspection of the FMU BPV plug and, depending on the results of the inspection, replacement of the FMU. The FAA is issuing this AD to address the unsafe condition on these products.
2022-03-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332L2 and EC225LP helicopters. This AD was prompted by a report of loss of tightening torque on the nut that attaches the tail gear box (TGB) bevel wheel. This AD requires repetitive inspections (measurements) of the angular clearances of the TGB, and, depending on the findings, replacement of the TGB with a serviceable TGB, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also provides terminating action for certain repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
2022-03-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -300, -800, and -900 series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports that the instructions on the doghouse door lock placard are unclear and incomplete. This AD requires replacing the placard with an improved instruction placard, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
47-32-08: 47-32-08 BELL: (Was Mandatory Note 8 of AD-1H-1.) Applies to Models 47B and 47B3 Serial Numbers 2 Through 5, 7 Through 11, 13 Through 17, 19 Through 25, 27 Through 78. Compliance required not later than 25 hours operation after September 15, 1947. The stabilizer bar dampers should be inspected for the presence of an "AL" stamped on one of the attachment lugs. If such a marking does not appear, thoroughly inspect visually for leakage or other defects and replace if necessary with P/N A12141 (Houds) (stamped "AL"). A cracking or failing of the phenolic abutments has been reported, wherein the subject dampers have been rendered ineffective, thus affecting the flight characteristics of the helicopter. (Bell Service Bulletin 47C47 covers this same subject.)
2004-14-07: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes, that requires a test for free movement of the capsule/ bearing of the nose landing gear (NLG), and related investigative, significant, and corrective actions. This action is necessary to prevent failure of the NLG to extend fully, which could result in reduced controllability of the airplane during landing. This action is intended to address the identified unsafe condition.