Results
2010-10-24: We are adopting a new 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: During the overhaul of a Main Landing Gear (MLG) of a Falcon 2000, the sleeve on the hydraulic flow restrictor in the shock absorber was found displaced, because of the rupture of its three retaining screws. * * * Failure of the retaining screws has been determined to be the final phase of a slow unscrewing process under normal operational conditions. The unsafe condition only exists once the three screws have failed. * * * * * The unsafe condition is failure of three retaining screws of the MLG shock absorber, which could adversely affect the structural integrity of these airplanes. We are issuing this AD to require actions to correct the unsafecondition on these products.
57-08-01: 57-08-01 BELL: Applies to All 47 Series Helicopters With Tail Rotor Drive Shafts, P/N 47-644-115-1, 47-644-126-3, 47-644-172-3, 47-644-177-1, 47-644-179-7, 47-644-180-1, 47-644- 186-1, 47-644-187-1, 47-644-187-5, and 46-644-214-1, Having Less Than 100 Hours Service Time and All Spares of These Part Numbers. Compliance required as indicated. Due to suspected defective materials, the listed tail rotor drive shafts must be inspected for evidence of longitudinal cracks, as follows: 1. Inspect all spare shafts by magnaflux methods immediately. 2. Shafts installed on helicopters and having less than 100 hours service time must be thoroughly cleaned and inspected daily with at least a 10-power magnifying glass, and inspected by magnaflux methods not later than the next 10 flying hours. The daily inspections may be discontinued upon completion of the magnaflux inspection. 3. Spare shafts and helicopters delivered from Bell after April 15, 1957, have these inspections accomplished and may be identified by a double interlocking magnaflux stamp in approximately the centers of the shafts. (This AD covers the same inspections required by CAA telegraphic instructions, dated April 12 and 17, 1957.)
2004-03-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Fokker Model F.28 Mark 0070 and 0100 series airplanes. This action requires revising the applicable airplane flight manual to provide the flightcrew with more restrictive procedures for operating in icing conditions. This action is necessary to ensure that the flightcrew is aware of the procedures required to prevent ice from contacting the ice impact panels on the engine fan case. Such contact could result in a panel coming loose during flight and blocking the bypass flow through the engine outlet guide vanes, and consequent reduction of the engine thrust, resulting in insufficient thrust to maintain flight. This action is intended to address the identified unsafe condition.
2021-02-15: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747- 200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, and 747SR series airplanes. This AD was prompted by reports of inboard foreflap departures from the airplane. This AD requires repetitive replacement of certain parts; a general visual inspection to determine production configuration for certain parts; a repetitive lubrication of certain parts and a repetitive general visual inspection of certain parts for any exuding grease; repetitive detailed inspections of certain parts for loose or missing attachment bolts, cracks or bushing migration, cracks or gouges, or broken, binding, or missing rollers; repetitive detailed inspections of certain parts for cracks or corrosion; repetitive lubrication; and on-condition actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
54-22-01: 54-22-01 LOCKHEED: Applies to Models 49, 649, 749, and 1049 Airplanes as Noted in Referenced Service Bulletins. Compliance required by April 1, 1955. A recent engine fire resulted in a premature failure of a flexible hose in the feathering line and in penetration of fire from zone 1 into zone 2. 1. To increase the fire resistance integrity of the propeller feathering line between the pump and the governor, replace the existing flexible hose assemblies meeting current fire resistance requirements. The following Lockheed Service Bulletins cover this subject: No. 49/SB-786 for Model 049 through 749 airplanes and No. 1049/SB-2195 for Model 1049 airplanes. The following hose assemblies may also be considered acceptable for this application: (a) Aeroquip 680-10S hose assemblies with Aeroquip 304 protective sleeves over end fittings. (b) Resistoflex - SSFR-3800-10 hose assemblies. 2. To increase the fireproof integrity of the zone 1 fire seal diaphragm against burn-through into zone 2 in the event of a power section fire install steel plates over the lower engine cowling longerons adjacent to the diaphragm. The following Lockheed Service Bulletins cover this subject: No. 49/SB-760 for Model 649/749 airplanes and No. 1049/SB-2115 for Model 1049 airplanes.
95-15-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes equipped with over-wing escape slides, that currently requires modification of the trailing edge panels and the aft flaps. That amendment was prompted by the results of functional tests of over-wing escape slides, which revealed that some slides were damaged when they were deployed across sharp corners on the trailing edge of the wing and the large gaps between the trailing edge panels of the wing. This amendment expands the applicability of the existing AD to include additional airplanes. The actions specified by this AD are intended to prevent damage to the over-wing escape slide, which could hinder inflation of the slide to a usable configuration during an emergency evacuation.
2021-02-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318 series airplanes; Model A319-111, A319-112, A319- 113, A319-114, A319-115, A319-131, A319-132, A319-133, A319-151N, and A319-153N airplanes; Model A320 series airplanes; and Model A321 series airplanes. This AD was prompted by the results of laboratory tests on non-rechargeable lithium batteries installed in emergency locator transmitters (ELT), which highlighted a lack of protection against certain currents that could lead to thermal runaway and a battery fire. This AD requires modifying a certain ELT by installing a diode in the airplane circuit connecting the ELT battery, 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.
2021-01-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 and A330-300 series airplanes, and all Model A340-200 and A340-300 series airplanes. This AD was prompted by reports of hydraulic system failure due to fatigue failure of the screws attaching the manual valve to the ground service manifold (GSM). This AD requires, for certain GSMs, repetitive replacement of the hydraulic system GSM manual valve attachment screws having certain part numbers; and, for certain other GSMs with certain screws installed, replacement of those screws, 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.
97-01-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires a one-time visual inspection to detect missing rivet heads or loose rivets of the applicable stringer-to-rib connections in the upper and lower wing skin, and repair, if necessary. In lieu of the one-time visual inspection or in addition to that inspection, the AD also requires replacement of certain rivets with certain new rivets in all applicable rib-to-stringer connections of the upper and lower wings. This amendment is prompted by reports of missing rivet heads at the rib-to-stringer connections of the upper and lower wing skin at stringers 5 and 6. The actions specified by this AD are intended to prevent reduced structural integrity of the wings that is caused by problems associated with missing and/or loose rivets.
2004-02-09: This amendment adopts a new airworthiness directive (AD), applicable to 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 action requires a one-time visual inspection to determine if discrepant circuit breakers are installed, and corrective action if necessary. This action is necessary to prevent internal overheating and arcing of circuit breakers and airplane wiring due to long-term use and breakdown of internal components of the circuit breakers, which could result in smoke and fire in the flight compartment and main cabin. This action is intended to address the identified unsafe condition.
95-14-01: This amendment adopts a new airworthiness directive (AD) that applies to Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-100 sailplanes equipped with the main L4 fitting of the all flying tailplane. This action requires inspecting (one-time) the tailplane main fitting to ensure the part is accurately welded, and modifying the tailplane main fitting if not accurately welded. A report of tailplane main fitting failure on one of the affected sailplanes, where the welding did not completely cover the entire wall thickness of the fitting, prompted this action. The actions specified by this AD are intended to prevent loss of control of the sailplane because of tailplane main fitting failure.
2021-02-04: The FAA is adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. (Pilatus) Model PC-12/47E airplanes. This AD 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 inboard flap fairings aft (IFFAs) having an incorrect shape, which may result in chafing between the IFFA and the associated front inboard tension rod. This AD requires an inspection of the IFFAs for the correct shape and chafing between the IFFA and the associated front inboard tension rod, with corrective action as necessary. This condition could lead to failure of the inboard flap drive arm with consequent asymmetric flap extension, resulting in reduced control of the airplane. The FAA is issuing this AD to address the unsafe condition on these products.
95-22-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes. This action requires repetitive inspections to detect damage of the brake assembly and wheel assembly; repair, if necessary; and installation of a heat shield. This action also provides for an optional installation which, if accomplished, constitutes terminating action for the repetitive inspections. This amendment is prompted by reports of failure of the brake assembly due to separation of the stator clips from the stator disk. The actions specified in this AD are intended to prevent failure of the brake assembly, which could result in a brake fire.
2021-03-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 airplanes. This AD was prompted by a report of smoke and signs of an overheating condition from the emergency light battery (ELB) due to excessive corrosion surrounding the internal lead acid batteries, which caused an electrical short circuit that led to the smoke and overheating condition. This AD requires an inspection to determine the last replacement date of the ELB, and replacement if necessary. This AD also requires the incorporation of a new maintenance task into the existing maintenance or inspection program. The FAA is issuing this AD to address the unsafe condition on these products.
2010-09-11: 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: In 1991, the UK Civil Aviation Authority (CAA) issued AD 015-08- 91 [which corresponds to FAA AD 93-01-11], requiring the accomplishment of inspections of, and in case of crack findings, corrective actions on, the wing top skin at rib `0' of pre- modification HCM00851C BAe 146 series aircraft in accordance with British Aerospace Service Bulletin (SB) 57-41 dated 26 July 1991. Recently, BAE Systems (Operations) Ltd has determined that a revised inspection programme for the wing top skin and joint strap at rib `0' on all BAe 146 and AVRO 146-RJ aircraft is necessary to assure the continued structural integrity of this area. Cracking of the wing centre section top skin, if undetected, could lead to structural failure and consequent loss of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective June 8, 2010. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of June 8, 2010. On March 2, 1993 (58 FR 6081, January 26, 1993), the Director of the Federal Register approved the incorporation by reference of a certain other publication listed in this AD.
2021-02-16: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 717-200 airplanes. This AD was prompted by a report that during takeoff, both the captain's and first officer's airspeed indications froze at 80 knots. This AD requires modifying the air data heat (ADH) system to display the proper airspeed indications, testing, and any applicable corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
2004-02-05: This amendment adopts a new airworthiness directive (AD); applicable to certain Bombardier Model DHC-8-400, -401, and -402 airplanes; that requires replacing certain flight guidance modules with improved modules, and certain flight control electronic control units with improved units. This action is necessary to prevent loss of the autopilot or manual pitch trim, which may increase the workload of the flightcrew and, under certain conditions, could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
59-18-01: 59-18-01 ALLISON: Applies to Models 501-D13 and -D13A Engines. Compliance required as indicated. A few cases of Allison 501-D13 and -D13A third stage turbine blade failures have occurred due to a resonance condition at low speed ground idle. All of these failures to date have resulted in visible damage to fourth stage blades as well as fourth stage vanes. In one case continued operation of an engine with a failed blade resulted in failure of the turbine inlet case-vane case split line bolts. (a) Aircraft not having operating engine vibration detection equipment must observe the following engine operating restriction and inspection. (1) Low speed ground idle operation from time all engines are started to stopping all engines at end of flight not to exceed 4 minutes total time. (2) Conduct inspection of fourth stage turbine blades before next departure of airplane from maintenance base and at intervals not to exceed 25 hours of operation for indications ofdamage using adequate light and optical aid. (b) Aircraft having operating engine vibration detection equipment shall use this equipment to detect any indications above normal and if found, the above inspection of fourth stage turbine blades shall be conducted upon arrival at the next maintenance base. If any damage is discovered as a result of (a) or (b) it is cause for more detailed inspection and/or engine removal. (c) This restriction will not apply to engines modified in accordance with Allison Commercial Engine Bulletin No. 72-77 by installation of third stage turbine blades P/N 6794773 identified by a stripe of heat and corrosion resistant aluminum polytherm paint 1/2-inch wide and 4-inches long around contour of the inlet casing clockwise starting at the 1:00 position forward of the terminal block mounting flange. (Allison Commercial Engine Bulletin No. 72-77 covers the same subject.) This superseded AD 59-12-04.
95-21-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, -40, and KC-10 (military) series airplanes. This action requires inspections to detect cracking of the wing pylon aft bulkheads and upper spar webs, and replacement or repair, if necessary. This amendment is prompted by reports of fatigue cracking in the aft bulkhead and upper spar webs. The actions specified in this AD are intended to prevent failure of the wing pylon aft bulkhead due to fatigue cracking; such failure could lead to separation of the engine and pylon from the airplane.
82-04-04: 82-04-04 COSTRUZIONI AERONAUTICHE GIOVANNI (AGUSTA): Amendment 39- 4314. Applies to all Model A109A series helicopters equipped with tail boom assembly up to and including Serial Numbers 056 and Serial Numbers 030EM through 107EM, inclusive, certificated in all categories. Compliance is required as indicated. To detect possible cracks and prevent structural failure of the tail boom assembly and possible loss of control of the helicopter, accomplish the following: (a) For tail boom assemblies serial numbers up to and including 056 and 030EM through 057EM, accomplish the following: (1) Before the first flight of each day, unless the tail boom has been modified in accordance with Agusta Kit No. 109-0820-1 or -3, visually check the tail fin outer skin areas shown in Figure 1 and 2 of Agusta Technical Bulletin No. 109-23, Revision A dated June 17, 1981, (hereinafter referred to as Technical Bulletin 23A) for cracks, missing or loose rivets, and breaking of adhesive.(2) Within 25 hours' time in service after the effective date of this AD, and thereafter at intervals not exceeding 25 hours' time in service from the last inspection unless the tail boom has been modified in accordance with Agusta Kit No. 109-0820-23-3, inspect the tail boom in accordance with "Accomplishment Instructions," Part II, of the Technical Bulletin 23A. NOTE: Tail booms incorporating modification Kit No. 109-0820-23-1 are still subject to this inspection. (3) When cracks, missing or loose rivets, or breaking of adhesive are found during the checks or inspections required in subparagraphs (a)(1) or (a)(2), repair the tail boom assembly as necessary, in accordance with "Accomplishment Instructions," Part III, of the Technical Bulletin 23A before further flight, except the aircraft may be flown in accordance with FAR 21.197 and 21.199 to a base where the repair may be performed. (b) For tail boom assemblies serial numbers 058EM through 107EM, accomplish the following: (1) Within 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 25 hours' time in service from the last inspection, unless the tail boom has been modified in accordance with Agusta Kit No. 109-0950-54, inspect the tail boom elevator support frames in accordance with Part I, of Technical Bulletin No. 109-31 (hereinafter referred to as Technical Bulletin 31) for cracks in the support frames. (2) When cracks in the frames are found, repair the tail boom assembly, as necessary, before further flight in accordance with Part II of Technical Bulletin 31, except the aircraft may be flown in accordance with FAR 21.198 and 21.199 to a base where the repair may be performed. (c) Equivalent means of compliance with this AD must be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (d) Installation of Repair Modification Kit No. 109-0950-54, "Elevator Support Frames Structural Repair" contained in Technical Bulletin 31 is equivalent to the elevator support frame repair (Modification No. 109-0820-23-3) that is contained in Technical Bulletin 23A. (e) The checks specified in subparagraph (a)(1) may be performed by the pilot. NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the aircraft's permanent maintenance record, see FAR 91.173. This amendment becomes effective February 19, 1982.
2021-02-13: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD was prompted by reports of cracks in the bear strap from station (STA) 290 to STA 296, and between stringers S-8R and S-9R, sometimes common to fasteners in the gap cover and emanating from rough sanding marks found on the surface of the bear strap. This AD requires inspections of the fuselage skin and bear strap at the forward galley door between certain stations for cracks, and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2004-02-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas transport category airplanes. For certain airplanes, this amendment requires a general visual inspection to detect cracking in the nuts on the lower attach bolt assemblies of the forward attach bracket of the inboard flap outboard hinge, replacement of both upper and lower attach bolt assemblies with new bolts and nuts made from Inconel material, and replacement of certain preload-indicating (PLI) washers with new washers. For certain other airplanes, this amendment requires replacement of the lower attach bolt assemblies of the inboard forward attach bracket of the inboard flap outboard hinge with new bolts and nuts made from Inconel material, and replacement of PLI washers with new washers. This action is necessary to prevent separation of the inboard flap outboard hinge from the wing structure and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
58-19-03: 58-19-03 MOONEY: Applies to Mark 20A, Items 1 and 3 to Serial Numbers 1201 Through 1275, Items 2 and 4 to Serial Numbers 1201 Through 1257, Item 5 to Serial Numbers 1201 Through 1259. Compliance required by December 1, 1958. Several cases have occurred in which the carburetor air box cross vanes P/N 6235 have cracked and broken off. This type failure could cause loss of power if the vanes are drawn into the carburetor opening. Cracking of carburetor air boxes around the neck has also been reported. The following rework is therefore necessary: 1. Remove the carburetor air box and inspect for cracks. Repair as required by welding. 2. Add an aluminum brace to each side of the air box neck. 3. Remove cross vanes located in air box neck. 4. Shorten fuel overflow drain tube on bottom of air box. 5. Enlarge fuel overflow drain tube hole in bottom of cowl and replace existing grommet. (Mooney Service Letter 20-37 covers this same subject.)
68-20-05: 68-20-05 AERONCA: Amendment 39-662. Applies to Models 15AC and S15AC, S/N's 15AC-1 and up. To be accomplished within 25 hours in service after the effective date of this AD and thereafter at intervals not to exceed 50 hours time in service from the last inspection. As a result of a number of forced landings due to fuel exhaustion caused by a collapsed fuel tank or siphoning of fuel, accomplish the following: (a) Determine that the wing fuel cells are lying flat and follow the contour of the wing cavity. (b) Inspect fuel cell filler caps for security and identification. Aeronca unvented spring loaded cap, P/N 1-3738 or FAA approved equivalent must be installed. A drawing of P/N 1-3738 is available from Aeronca, Inc., Middletown, Ohio 45042. (c) Determine that vent lines are open to both tanks by removing vent lines at tanks and blowing air through the lines. (d) Determine that the small auxiliary vent holes are located at the same height above the wing upper surface. (e) Determine that the vent line is securely clamped and the vent line hose connection has not deteriorated. (f) Determine that angular cut-off at the termination of the main vent line faces forward. The inspection required by this AD constitutes preventive maintenance and may be accomplished by persons so authorized under FAR 43.3. Aircraft log record entry must be made to reflect AD compliance in accordance with FAR 43.9. This amendment is effective October 3, 1968.
2021-02-07: The FAA is adopting a new airworthiness directive (AD) for all 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, and -1B76A/P2 model turbofan engines. This AD was prompted by a report of a crack in the outer fuel manifold causing fuel leakage. This AD requires initial and repetitive visual inspections of the cushioned loop clamp (p-clamp) and, depending on the results of the inspection, a spot fluorescent penetrant inspection (FPI) of the outer fuel manifold. Depending on the results of the FPI, this AD may require replacement of the outer fuel manifold. This AD also requires initial and repetitive replacements of the p-clamp. The FAA is issuing this AD to address the unsafe condition on these products.