Results
2013-02-11: We are adopting a new airworthiness directive (AD) for all Airbus Model A310-203 airplanes. This AD was prompted by a report of an analysis that demonstrated a reduced fatigue life for the side link bolts, center sway link bolts, and thrust link bolts on the forward engine mounts. This AD requires repetitive replacement of those bolts. We are issuing this AD to prevent deterioration of the structural integrity of the bolts, which could result in possible damage to an engine or wing.
2022-08-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, - 113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by reports that, during inspections accomplished as specified in certain airworthiness limitation items (ALIs), cracks were detected in the double joggle areas at frame (FR) 16 and FR20 in the nose forward fuselage. This AD requires repetitive special detailed inspections of certain areas and applicable on-condition actions, 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.
2004-15-03: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF34-3A1 and -3B1 series turbofan engines with certain serial numbers (SNs) of stage 5 low pressure turbine (LPT) disks, part number (P/N) 6078T92P01, and or certain SNs of stage 6 LPT disks, P/N 6089T89P01. This AD requires initial and repetitive visual and eddy current inspections of those disks. This AD also allows as optional terminating action to the repetitive inspections, replacement of those SN disks. This AD also requires replacement of certain stage 5 and stage 6 LPT disks. This AD results from a report of a stage 5 LPT disk that failed due to cracking from low-cycle-fatigue (LCF) during factory testing. We are issuing this AD to prevent LCF failure of stage 5 LPT disks and stage 6 LPT disks, which could lead to uncontained engine failure.
49-38-02: 49-38-02 DOUGLAS: Applies to All Models C-54 and DC-4 Aircraft. \n\n\tTo be accomplished at every 9,000 hours total airplane flight time. \n\n\tIn those cases where the present bolts have or will have accumulated more than 9,000 hours time prior to the next regular overhaul period, the first replacement time may be extended, at the discretion of the CAA Inspector, to coincide with a regular overhaul period but in no case should the adjustment time exceed 1,500 hours accumulated after January 26, 1948. Thereafter the bolt replacement shall be at the 9,000- or 18,000-hour period, whichever is applicable. \n\n\tReplace the following bolts: Fuselage to Center Wing Attachment; Outer Wing to Center Wing Attachment; Vertical Stabilizer Attachment to Fuselage Tail, Station 953; Engine Mount to Fire Wall Attachment; Horizontal Stabilizer to Fuselage Tail Assembly Attachment. \n\n\tThe 9,000-hour period may be extended to 18,000 hours when studs 4105725-1 and -2 in outer wing attachment have been replaced with special studs Nos. 4357723-1 and -2 having letter "R" stamped on thread end and bolts in all other attachments listed are replaced with NAS bolts with threads rolled after heat treatment. \n\n\tThe bolt part numbers and the number of bolts required are shown on pages 4 and 5 of the Douglas Service Magazine of August 1947. Bolts removed from the airplane are to be scrapped and are not to be used again. \n\n\t(Douglas Service Letter No. 66, Supplement No. 2, dated July 18, 1951, covers this same subject relative to wing alignment at Station 421.) \n\n\tThis supersedes AD 48-04-03.
2013-01-07: We are adopting a new airworthiness directive (AD) for Turbomeca S.A. Arriel 2D turboshaft engines. This AD was prompted by a low fuel pressure event caused by deterioration and a loss of the low- pressure drive function within the hydro-mechanical metering unit (HMU). This AD requires replacing the HMU at a reduced life. We are issuing this AD to prevent an uncommanded in-flight shutdown of the engine, and possible loss of the helicopter.
2022-07-15: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by the detection of several channel failures on a newly developed braking and steering control unit (BSCU). This AD requires replacing affected BSCUs and revising the operator's existing FAA- approved minimum equipment list (MEL), as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also limits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2004-15-18: The FAA supersedes Airworthiness Directive (AD) 2003-24-13, which applies to certain Cessna Aircraft Company (Cessna) Models 172R, 172S, 182S, 182T, T182T, 206H, and T206H airplanes that are equipped with a certain Honeywell KAP 140 autopilot computer system installed on the center instrument control panel near the throttle. AD 2003-24-13 currently requires you to install an update to the operating software of certain KAP 140 autopilot computer system, change the unit's part number, and change the software modification identification tab. This AD is the result of the FAA inadvertently omitting four affected Honeywell KAP 140 autopilot computer system part numbers and an affected airplane serial number from the applicability section of AD 2003-24-13. This AD retains the actions required in AD 2003-24-13, corrects the applicability section, and incorporates a revised installation bulletin issued by Honeywell.
69-08-02: 69-08-02 BEECHCRAFT: Amendment 39-744 as amended by Amendment 39-758 is further amended by Amendment 39-1222. Applies to all 99 Series airplanes (Serial Numbers U- 1 through U-89). Compliance: Required as indicated, unless already accomplished. To prevent possible loss of elevator control, accomplish the following: Prior to further flight and thereafter at intervals of not to exceed 25 hours' time-in-service from the date of the previous visual inspection, visually inspect the forward face of the elevator spar web adjacent to the outboard hinge bracket on both elevators. If cracks are found as a result of the visual inspection, the elevator must be repaired in accordance with Beechcraft Service Instructions No. 0190-133, or replaced with a serviceable part prior to further flight, except that the airplane may be flown in accordance with Federal Aviation Regulation 21.197 to a base where the repair can be performed. The above visual inspections required by this airworthiness directive will no longer be applicable when the reinforcements described in Beechcraft Service Instructions No. 0190-133 are installed. Amendment 39-744 became effective April 15, 1969, for all persons except those to whom it was made effective by telegram dated March 28, 1969. Amendment 39-758 became effective April 29, 1969. This Amendment 39-1222 becomes effective June 3, 1971.
2013-02-06: We are adopting a new airworthiness directive (AD) for all Engine Alliance GP7270 and GP7277 turbofan engines. This AD requires initial and repetitive borescope inspections and removal from service before further flight if one or more burn holes are detected, in certain high-pressure turbine (HPT) stage 2 nozzles. This AD also requires mandatory removal from service of these HPT stage 2 nozzles at the next engine shop visit. This AD was prompted by a report received of inadequate cooling of the HPT stage 2 nozzle, leading to damage to the HPT stage 2 nozzle, burn-through of the turbine case, and engine shutdown. We are issuing this AD to prevent HPT stage 2 nozzle failure, leading to uncontrolled fire, engine shutdown, and damage to the airplane.
2022-07-13: The FAA is adopting a new airworthiness directive (AD) for all Pratt & Whitney Division (PW) PW4074, PW4074D, PW4077, PW4077D, PW4084D, PW4090, and PW4090-3 model turbofan engines. This AD was prompted by an in-flight shutdown (IFSD) of an engine due to an air/oil heat exchanger leak caused by corrosion and subsequent investigation by the manufacturer that revealed additional air/oil heat exchanger leaks. This AD requires an inspection of the air/oil heat exchanger and, depending on the results of the inspection, replacement of the air/oil heat exchanger. This AD also provides instructions for storing an air/ oil heat exchanger after inspection. The FAA is issuing this AD to address the unsafe condition on these products.
46-24-01: 46-24-01 BOEING: (Was Mandatory Note 4 of AD-743-3.) Applies to A75L3, 75, A75, B75, E75, A75J1, A75N1, B75N1, D75N1 Series Aircraft. Compliance required at next periodic inspection. The lower wings lack adequate drainage just forward of the ailerons with the result that water is entrapped by the dural angle forming the lower rear edge of the wing at the aileron gap. Since this will cause eventual deterioration of the rib ends a No. 30 hole should be drilled through the fabric and the dural angle just outboard of the rib at the inboard end of the aileron cutout and each of the 12 ribs outboard of this station. The holes should be drilled aft of the rear spar and just forward of the 120 degrees bend in the dural angle. Care should be exercised to avoid damage to the rear spar while effecting this work. As a safety measure, a stop should be used on the drill to prevent penetration in excess of 1/2 inch.
69-17-02: 69-17-02 BELL: Amdt. 39-820. Applies to Bell Model 206A helicopters, Serial Numbers 1 through 412, 415 through 421, 423 through 428, 430 through 435, and 438 having co-pilot controls installed. Compliance required within 10 hours' time in service after the effective date of this AD, unless already accomplished. To prevent a possible restriction of the cyclic control system, accomplish the following one-time inspection and lever assembly replacement, as necessary: a. Remove the co-pilot's seat, P/N 206-031-141, to expose the cyclic control lever assembly. b. Inspect the control bearings in each end of the lever assembly, P/N 206-001-339- 1, for proper staking, as specified in Items 2, 3 and 4 of Bell Helicopter Company Service Bulletin No. 206A-13, dated August 4, 1969, or by a method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. c. Remove and replace lever assemblies that have improper stakedcontrol bearings before further flight. This amendment becomes effective on August 19, 1969.
2004-15-15: The FAA supersedes Airworthiness Directive (AD) 2002-19-10, which applies to certain Air Tractor, Inc. (Air Tractor) Models AT-402, AT-402A, AT-402B, AT-602, AT-802, and AT-802A airplanes. AD 2002-19-10 currently requires you to repetitively inspect the upper longeron and upper diagonal tube on the left hand side of the aft fuselage structure for cracks and contact the manufacturer for a repair scheme if cracks are found. This AD is the result of reports of the same cracks recently found on AT-500 series airplanes. The manufacturer has also issued new and revised service information that incorporates a modification to terminate the repetitive inspection requirements. Consequently, this AD retains the inspection actions required in AD 2002-19-10, adds certain AT-500 series airplanes to the applicability section, changes the compliance times, and incorporates new and revised manufacturer service information that contains a terminating action for the repetitive inspection requirement. We are issuing this AD to detect and correct cracks in the upper aft longeron, which could cause the fuselage to fail. Such failure could result in loss of control of the airplane.
2022-07-08: The FAA is superseding Airworthiness Directive (AD) 2016-17- 12, which applied to all Airbus SAS Model A318 series airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; and Model A321- 111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2016- 17-12 required inspecting certain trimmable horizontal stabilizer actuators (THSAs) to determine the number of total flight cycles the THSA has accumulated, and replacing the THSA if necessary. Since the FAA issued AD 2016-17-12, the FAA has determined that a more restrictive airworthiness limitations is necessary for carbon friction disks on the no-back brake (NBB) of the THSA. This AD continues to require the inspections of the THSAs and replacement if necessary. This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also limits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2022-07-06: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8F and 747-8 series airplanes. This AD was prompted by a report of unusual flight instrument and engine indication and crew alerting system (EICAS) behavior. This AD requires inspecting the left, center, and right electronic flight instrument system (EFIS)/EICAS interface unit (EIU) for certain serial numbers and replacement if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
73-12-07: 73-12-07 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1655. Applies to Viscount Model 744, 745D, and 810 Series airplanes. Compliance is required as indicated. To prevent failures of the nacelle structure tubes and end fittings on high time engine nacelle structures due to fatigue and corrosion, accomplish the following: (a) For airplanes which have not been inspected in accordance with paragraph (h) of AD 66-12-3 prior to the effective date of this AD, - (1) Within the next 500 landings or 12 calendar months, whichever occurs sooner, after the effective date of this AD, and thereafter at intervals not to exceed 7,500 landings form the last inspection, comply with paragraph (e); and (2) Within the next 500 landings after the effective date of this AD or before the accumulation of 19,000 total landings, whichever occurs later, and thereafter at intervals not to exceed 7,500 landings from the last inspection, comply with paragraph (d). (b) For airplanes which haveaccumulated 5,500 or more landings since compliance with paragraph (h) of AD 66-12-3, within the next 2,000 landings after the effective date of this AD, or before the accumulation of 19,000 total landings, whichever occurs later, and thereafter at intervals not to exceed 7,500 landings from the last inspection, comply with paragraphs (d) and (e). (c) For airplanes which have accumulated less than 5,500 landings since compliance with paragraph (h) of AD 66-12-3 on the effective date of this AD, within the next 7,500 landings after compliance with paragraph (h) of AD 66-12-3 or, before the accumulation of 19,000 total landings , whichever occurs later, and thereafter at intervals not to exceed 7,500 landings from the last inspection, comply with paragraphs (d) and (e). (d) Inspect the engine nacelle structure tubes and end fittings for cracks at the positions specified for the applicable technique in figures 1 and 2 of British Aircraft Corporation (BAC) Ltd., Preliminary Technical Leaflet (PTL) No. 258, Issue 4 (700 Series), dated August 31, 1971, or No. 122, Issue 4 (800/810 Series), dated August 31, 1971, using dye penetrant, radiographic, and ultrasonic resonance methods in accordance with Techniques 1, 3, and 4, respectively, of the applicable PTL or an FAA-approved equivalent. (e) Inspect the engine nacelle structure tubes for internal corrosion at the positions specified for Technique 2 in figures 1 and 2 of BAC Ltd. PTL No. 258, Issue 4 (700 Series), dated August 31, 1971, or No. 122, Issue 4 (800/810 Series), dated August 31, 1971, using the radiographic method in accordance with Technique 2 of the applicable PTL or an FAA-approved equivalent. (f) If, during an inspection required by paragraph (a), (b), or (c), any end fittings are found cracked, or any tubes are found cracked or corroded beyond the limits specified in the applicable PTL, before further flight replace the affected parts with serviceable parts of the same part number. Thissupersedes Amendment 39-231 (31 F.R. 6790), AD 66-12-3. This Amendment becomes effective July 5, 1973.
2022-07-14: The FAA is adopting a new airworthiness directive (AD) for certain Viking Air Limited (type certificate previously held by Bombardier Inc. and de Havilland, Inc.) Model DHC-6-400 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 corrosion of the fuel system components located in the fuel gallery due to inadequate corrosion protection. This AD requires repetitively inspecting the fuel gallery for corrosion, rectifying any deficiencies, and accomplishing modifications to the fuel gallery system. The FAA is issuing this AD to address the unsafe condition on these products.
2022-06-15: The FAA is adopting a new airworthiness directive (AD) for all De Havilland Aircraft of Canada Limited Model DHC-8-401 and -402 airplanes. This AD was prompted by reports of bleed air leaks in the wing box area and failure of the leak detection shroud. This AD requires removing and inspecting the affected V-band coupling and check valve seals, doing corrective actions if necessary, and replacing the coupling and seals with a redesigned assembly. The FAA is issuing this AD to address the unsafe condition on these products.
2004-15-20: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and -145 series airplanes, that requires replacing the electrical harness for the tail boom strobe light with a new, improved harness that has a built-in metallic overbraid, and performing an operational test following the replacement. This action is necessary to ensure that there is sufficient lightning bonding at the electrical harness for the tail boom strobe light, and to prevent the simultaneous failure of multiple avionics systems in the event of a lightning strike, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
72-16-09: 72-16-09 HUGHES: Amendment 39-1497. Applies to Hughes Model 369A and 369H Series Helicopters certificated in all categories. Compliance required as indicated. To prevent possible failure of the input gearshaft assembly, accomplish the following: (a) For those helicopters incorporating tail rotor input gearshaft assemblies (see NOTE for P/N's) which have accumulated 2,000 hours' or more time in service on the effective date of this AD, accomplish (c) and (d), below, unless already accomplished, prior to further flight. (b) For those helicopters incorporating tail rotor input gearshaft assemblies (see NOTE for P/N's) which have accumulated 1,800 hours' or more time in service on the effective date of this AD, accomplish (c) and (d), below, within 100 additional time in service, unless already accomplished. If the additional time in service would result in a total time in service in excess of 2000 hours, the 100 hours' compliance time shall be reduced by that amount necessary to prevent any tail rotor input gearshaft assemblies from being operated beyond 2000 hours before accomplishment of this AD. (c) Revise the helicopter logbook, as applicable, to record both the input and the output gearshaft assemblies incorporated in the 369A5406 tail rotor gear set, per the instructions of Part I of Hughes Service Information Notice No. HN-53, dated July 24, 1972, or later FAA approved revisions. (d) Retire and replace the 369A5425 and 369A5425-3 input gearshaft assemblies (input part of 369A5406 gearset), per the instructions of Part II of Hughes Service Information Notice No. HN-53, dated July 24, 1972, or later FAA approved revisions. Owners and operators may exercise the options specified in Part II of the Notice. NOTE: The part number assemblies and finite life are: TAIL ROTOR INPUT FINITE GEARSHAFT ASSEMBLY LIFE P/N 369A5406 (input only) 1,800 hours P/N 369A5425, -3 1,800 hours P/N 369A5425-5 27,600 hoursNOTE: The P/N 369A5406 tail rotor gearset is comprised of an input gearshaft assembly and a pinion output gearshaft assembly. The finite life of all existing pinion output gearshaft assemblies remains unchanged at 2,940 hours. This amendment becomes effective August 8, 1972.
2022-07-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report that certain overheat detection system (OHDS) sensing elements may not properly detect thermal bleed leak events due to a quality escape during the manufacturing process. This AD requires revising the operator's existing FAA-approved minimum equipment list (MEL) to include dispatch restrictions 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. This AD also allows operators to inspect affected parts for discrepancies, and do applicable replacements, in order to terminate the revision of the operator's existing MEL required by this AD. The FAA is issuing this AD to address the unsafe condition on these products.
2004-15-11: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires cleaning the auxiliary system unit (ASU) board and modifying the wiring and wiring harness. If a temporary modification is done, the AD requires inserting a placard regarding on-ground operation of the emergency landing gear pump (pump). Also, this AD revises the Limitations section of the Rotorcraft Flight Manual (RFM) to limit the operation of the pump. Permanently modifying the wiring and wiring harness and removing the placard and limitations from the RFM is terminating action for the requirements of this AD. This amendment is prompted by the report of an emergency landing with the landing gear retracted. The landing gear failed to extend in normal and emergency extension modes following failure of the ASU board 10 Alpha 2. The actions specified by this AD are intended to prevent an electrical short circuit, failure of landing gear to extend, and a landing gear-up emergency landing.
2022-06-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC130T2 helicopters. This AD was prompted by the determination of a certain part needing a life limit and re- identification. This AD requires re-identifying a certain part-numbered engine-to-main gearbox (engine-MGB) coupling shaft, and creating a log card or equivalent record, 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.
66-22-01: 66-22-01\tBOEING: Amdt. 39-284 Part 39 Federal Register September 7, 1966. Applies to Model 707-300B, 707-300B (ADV), and 707-300C Series Airplanes.\n \n\tWithin the next 100 hours' time in service after the effective date of this AD, until an antiskid HF filter is installed in accordance with Boeing Service Bulletin 2367 (R-2), dated June 16, 1966, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region, amend the Certification Limitation Section I of FAA-approved Airplane Flight Manuals, Boeing Model 707-300B (Boeing Document D6-1571), Model 707-300B (ADV) (Boeing Documents D6-1576 and D6-1588) and Model 707-300C (Boeing Documents D6-1575 and D6-1587) to include the following or an FAA-approved equivalent: \n\n\tANTISKID LIMITATIONS \n\n\tUntil antiskid HF filter installation is accomplished either during airplane manufacturer or by Service Bulletin, do not use HF to transmit between 2 and 6.5 mc. with antiskid on during taxi takeoff roll and landing.\n \n\tThis directive effective September 7, 1966.
99-12-03: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, -15A, -17, -17A, -17R, and -17AR series turbofan engines, that requires revisions to the engine manufacturer's Time Limits Section (TLS) of the JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, -15A, -17, -17A, -17R, and -17AR Turbofan Engines Manual to include enhanced inspection of selected critical life-limited parts at each piece-part exposure. This amendment will also require an air carrier's approved continuous airworthiness maintenance program to incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts that indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions that if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.