Results
2021-12-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH (AHD) Model MBB-BK 117 D-2 helicopters. This AD was prompted by reports of chafing marks on the wiring harness behind the middle side panels in the area of the front passenger (PAX) panels. This AD requires inspecting, modifying, and rerouting the wiring harness, 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.
2021-13-15: The FAA is adopting a new airworthiness directive (AD) for Bell Textron Canada Limited (type certificate previously held by Bell Helicopter Textron Canada Limited) (Bell) Model 429 helicopters. This AD was prompted by the identification of certain parts needing life limits and certification maintenance requirement (CMR) tasks. This AD requires establishing life limits and CMR tasks for various parts. Depending on the results of the CMR tasks, this AD requires corrective action. The FAA is issuing this AD to address the unsafe condition on these products.
47-50-08: 47-50-08 SIKORSKY: Applies to Model S-51 Helicopters. Compliance required at each 200-hour inspection period. Disassembly and inspection of the vertical hinge pins and bearings is a mandatory procedure and should be accomplished at each 200-hour inspection period. The helicopters which utilize Torrington No. 4479 bearings at the vertical hinge pins are subject to replacement of these bearings at each 200-hour inspection period. The procedure followed is explained on page 4 of Sikorsky Service Bulletin No. 7 dated August 4, 1947. Helicopters which utilize Smith 14TR-X1 bearings at the vertical hinge pins are subject to inspection at each 200-hour interval and replacement of the bearings is not required unless the installation shows sign of serious wear or damage. Helicopters which utilize Torrington No. 4479 bearings at the vertical hinge pins can be reworked to incorporate Smith 14TR-X1 bearings at the vertical hinge pins if desired by the owner. (The procedure to follow for this exchange of bearings is as explained on page 2 of Sikorsky Service Bulletin No. 7 dated August 4, 1947.)
2004-05-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model DHC-8-401 and -402 airplanes. This action requires a records review to determine the repair/modification status of the airplane, and follow-on and corrective actions as necessary. This action is necessary to prevent cracks in the lower fuselage skin due to fatigue damage in the vicinity of the Number 2 VHF antenna, which could result in rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
2011-05-11: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires repetitive inspections and torque checks of the hanger fittings and strut forward bulkhead of the forward engine mount and adjacent support structure, and visual inspections of the internal angle and external bulkhead chord and detailed inspection of internal angles, and corrective actions if necessary. The existing AD also provides for an optional inspection. This new AD requires additional inspections of airplanes that have hi-lok bolts and collars at all of the Group B fastener locations, except fastener 13, and related investigative and corrective actions. This AD also requires repetitive inspections of the internal angle, and corrective actions if necessary. This AD also requires, for certain airplanes, replacing the fasteners, which terminates certain repetitive inspections. This AD was prompted by reports of undertorqued or loose fasteners, a cracked bulkhead chord, and a fractured back-up angle. We are issuing this AD to detect and correct loose fasteners and/or damaged or cracked hanger fittings, back-up angles, and bulkhead of the forward engine mount, which could lead to failure of the hanger fitting and bulkhead and consequent separation of the engine from the airplane.
2021-12-11: The FAA is superseding Airworthiness Directive (AD) 2016-25- 29, which applied to certain The Boeing Company Model 767-200 and -300 series airplanes. AD 2016-25-29 required replacing the cargo compartment insulation blankets on the left and right sides with new insulation blankets that incorporate fire stops. This AD was prompted by a report of a fire in the bilge area of the cargo compartment that burned through the insulation blankets that were intended to prevent smoke from migrating behind the cargo compartment sidewall liners and upward into the main cabin. This AD continues to require the actions in AD 2016-25-29 for certain airplanes. This AD also adds airplanes to the applicability and requires a general visual inspection of the replacement insulation blankets to determine if the blankets are in serviceable condition and correctly installed, and applicable on- condition actions. For certain airplanes, this AD also requires an inspection to determine the insulation blanket part number installed; replacement of additional insulation blankets; and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
69-19-07: 69-19-07 SIAI-MARCHETTI: Amendment 39-844 as amended by Amendment 39- 1042. Applies to Model S.205-22/R airplanes, Serial Numbers 001 through 5-303. Compliance required as indicated unless already accomplished. To prevent interference between the engine controls located behind the instrument panel and the elevator control column accomplish the following: (a) Before further flight after the effective date of this AD and thereafter at each preflight inspection, visually inspect the engine control support console for deformation and check the elevator control to assure freedom of movement and unrestricted travel. (b) If deformation of the engine control support console or restricted elevator travel is found during the inspections required in paragraph (a), comply with paragraph (d) before further flight. (c) Unless already accomplished in accordance with paragraph (b), comply with paragraph (d) within the next 300 hours' time in service after the effective date of this amendment. (d) Remove straight type propeller control strut (P/N 205-6-179-01) if installed. Install bent type propeller control strut (P/N 205-6-179-03) in accordance with SIAI Service Bulletin No. 205B22B, dated November 19, 1969, or later RAI-approved revision or an FAA- approved equivalent. (e) The repetitive inspections required by paragraph (a) may be discontinued following the incorporation of the modification required by paragraph (d). Amendment 39-844 was effective September 23, 1969. This amendment 39-1042 becomes effective August 17, 1970.
2021-10-11: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report indicating that a crack was found on the splice angle flange that is attached to the station (STA) 540 bulkhead in the area between certain stringers. This AD requires repetitive surface high frequency eddy current (HFEC) inspections at the radius of the left- and right-side of the STA 540 bulkhead splice angle for any cracking, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
48-48-01: 48-48-01 FREEDMAN: Applies to Cessna 120 and 140, Superior (Culver) V and V2, Universal (Globe) GC-1A and GC-1B and Silvaire (Luscome) 8E Airplanes Equipped With Freedman Propellers. Compliance required prior to August 1, 1947. Freedman Aircraft Engineering (formerly Freedman Burnham) hubs, Models PC-203, PX-203 and PY-203 must be removed from engines rated above 80 h.p., with the exception of the PX-203 hub on the Franklin Model 4AC-199 engine. The propellers may be replaced by any propeller listed as approved on the latest revision of the pertinent aircraft specification. This supersedes AD 47-22-02.
2021-10-07: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 (737 MAX) airplanes. This AD was prompted by the determination that additional Certification Maintenance Requirements (CMRs) are necessary. This AD requires a revision of the existing maintenance or inspection program to incorporate three additional CMRs. The FAA is issuing this AD to address the unsafe condition on these products.
2004-05-17: This amendment supersedes an existing airworthiness directive (AD), applicable to all Model EMB-135 and -145 series airplanes, that currently requires repetitive inspections to detect discrepancies of both vertical-to-horizontal stabilizer bonding jumpers and the connecting support structure, and corrective action if necessary. This amendment requires modification of the bonding jumpers, including the installation of a protective cover to the elevator control cables, which terminates the requirements of the existing AD. The actions specified by this AD are intended to prevent damaged or severed bonding jumpers, which, in the event of a lightning strike, could result in severed elevator control cables and consequent reduced elevator control capability and reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2021-12-03: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AW189 helicopters. This AD was prompted by a report of the bubble window departing from the helicopter during flight. This AD requires installation of a new improved bubble window kit, as specified in a European Aviation Safety Agency (now the 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.
2008-09-16: 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: A number of occurrences of an incorrect installation of the trimmable horizontal stabilizer actuator (THSA) have been found and reported during the accomplishment of the AIRBUS Service Bulletin (SB) A320-27-1164 mandated by EASA AD 2006-0223. These issues could lead to a degradation of the integrity of the THSA primary load path and to secondary load path partial or full engagement. * * * * * Degradation of the THSA primary load path could result in latent (undetected) loading and eventual failure of the THSA secondary load path, with consequent uncontrolled movement of the horizontal stabilizer and loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-05-05: 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: * * * * * * * * [T]here is a possible path for fluid ingress, resulting in connector internal arcing and hydraulic system malfunction. In addition, as the connectors are located in areas adjacent to fuel tanks, such arcing associated with the presence of a fuel leakage could lead to an uncontrolled fire. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
96-06-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, and -40 series airplanes, and Model KC- 10A (military) airplanes. This amendment requires inspection(s) to detect cracks of the attach bolts of the front spar support fitting of each wing, and replacement of attach bolts with ones that are corrosion-resistant. This amendment is prompted by a report of failure of the attach bolts of the front spar fitting as a result of corrosion pitting. The actions specified by this AD are intended to prevent such stress corrosion, which could lead to the failure of the attach bolts of the front spar; this situation could result in reduced structural integrity of the wing.
48-49-02: 48-49-02 NOORDUYN: Applies to All Army UC-64, -64A, -64AS, and -64B Aircraft. Compliance required as soon as possible but not later than February 1, 1949. On airplanes equipped or about to be equipped with Edo Model 55-7170A floats, the float brace wire plates, P/N 16-31131, must be reinforced in accordance with Noorduyn Service Bulletin No. E5/44, dated August 22, 1944, (obtainable upon request from Canadian Car and Foundry Co., Ltd., Montreal 3, Canada), or Army Air Forces Technical Order No. 01-155CB-13, dated October 9, 1944. Other reinforcements shown to be equivalent to those covered in the Service Bulletin or the Technical Order will also be acceptable.
47-42-10: 47-42-10 DOUGLAS: (Was Mandatory Note 7 of AD-781-1.) Applies to the Following DC-6 Airplanes: Serials 42854 Through 42887, Inclusive, and Serials 43000, 43001 and 43055. \n\nTo be accomplished not later than January 1, 1948. \n\nSome operators have experienced malfunctioning of the DC-6 landing gear antiretract mechanism, thereby preventing retraction of the landing gear. Pending redesign of the antiretract mechanism of the landing gear control valve assembly, P/N 3319922, the antiretract mechanism may be permanently disconnected if desired, however, if connected, it must be revised in accordance with this note. \n\nIn order to correct this unsatisfactory condition, which is due to slippage and lost motion in the antiretract cable system, it is necessary to accomplish the following: \n\n1.\tRemove clamp P/N 1338701 from Arens down-lock control cable assembly, P/N 4334802. Install 21-inch dural tube, P/N 1356157, around lower end of the Arens control cable (the upper end of the tube should be flanged). Install AN 735-7 clamp at lower end of tube. (Prior to installing dural tube push 4-inch (7/16 I.D. x 9/16 inch O.D.) synthetic rubber tube over lower end until it clears sufficiently to allow installation of clamp below it.) \n\nOn upper end of dural tube, P/N 1356157, install trunnion, P/N 1356154, which incorporates a bushing, P/N B-162-0688, and clips, P/N 1356156. Attach this assembly to the wheel well cover plate stiffener approximately 21 3/8 inches below upper end of cover plate. \n\nRemove down-lock control cable clamp, P/N 1340559, located 4 1/16 inches from Station 114.5 and install new clamp, P/N 1356158, on angle, P/N 5249561-366, 1 1/16 inches from Station 114.5. \n\n(Douglas Drawing 5334338, Change "H" covers this modification.) \n\n2.\tTo correctly adjust the landing gear down-lock mechanism in order to maintain the required load of 100 pounds on the cable number 108 with the oleo fully extended, the oleo should be fully retracted into the shock strut cylinder and then permitted to fully extend, at least 8 to 10 times, checking and maintaining the 100-pound load after each operation. \n\n(Douglas Drawing 7354206, page 28, covers this same subject.)
96-06-03: This amendment supersedes an existing airworthiness directive (AD), applicable to The Enstrom Helicopter Corporation (Enstrom) Model F-28, F-28A, F-28C, F-28C-2, F-28F, 280, 280C, 280F, and 280FX helicopters, that currently requires initial and repetitive inspections of a certain main rotor transmission clutch assembly (clutch assembly) for bearing roughness, noise, lock-up, or improper oil level and, if necessary, replacement of the clutch assembly. The existing AD also requires replacement of the clutch assembly at certain time-in-service intervals. This amendment requires the same inspections and replacements as required by the existing AD, but would provide for installation of an additional approved replacement part number and provide a reference to three additional manufacturer service documents. This amendment is prompted by the approval of an additional replacement clutch assembly; the manufacturer's issuance of additional service information, and the need to correct a service information letter's number. The actions specified by this AD are intended to prevent failure of the clutch assembly, loss of control of the main rotor system, and subsequent loss of control of the helicopter.
2004-05-11: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited Model BAe 146 series airplanes, that requires repetitive general visual inspections of the inside of the condenser regenerative air ducts, air cycle machine turbine outlet, and the jet pump ducts on each air conditioning pack to detect oil and/or oil breakdown products leaking from the engine(s) or auxiliary power unit (APU). This AD also requires further inspections and replacement of any affected engine, APU, or component with a serviceable part, if necessary. This action is necessary to prevent impairment of the operational skills and abilities of the flightcrew caused by oil or oil breakdown products in the cabin air, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2021-12-02: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. This AD was prompted by a report that a number of nacelle A- frames were not manufactured in accordance with engineering drawings. This AD requires, depending on airplane configuration, removing the fasteners on the nacelle A-frame side brace sub-assemblies, doing an eddy current inspection for cracking, cold-working the holes, installing oversize fasteners, re-identifying the reworked side brace fitting and A-frame, and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
85-16-04: 85-16-04 GATES LEARJET: Amendment 39-5110. Applies to Model 35, 35A, 36, and 36A series airplanes modified by Raisbeck Group Supplemental Type Certificate (STC) SA766NW, certificated in any category. The affected airplane serial numbers are: 35-023, 35-034, 35-042, 35-044, 35-047, 35A-068, 35A-073, 35A-075, 35A-076, 35A- 086, 35A-092, 35A-093, 35A-095, 35A-118, 35A-127, 35A-132, 35A-135, 35A-145, 35A- 172, 35A-185, 35A-192, 35A-203, 35A-206, 35A-207, 35A-209, 35A-228, 35A-231, 35A- 244, 35A-245, 36-003, 36-004, 36-017, 36A-028, 36A-029, 36A-031, 36A-038, 36A-043, and 36A-044. To prevent deterioration of the airplane lateral control characteristics as a result of aileron buffet or buzz accomplish the following, unless previously accomplished. A. Within the next 200 hours time in service or six months after the effective date of this AD, whichever comes first, accomplish either paragraph 1. or 2., as follows: 1. Reduce MMO by accomplishing the following:a. Submit the FAA approved STC SA766NW Airplane Flight Manual Supplement to the Manager, Flight Test Branch, ANM-160S, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington 98168, to change the limit Mach number from .83 to .80; b. Remove the "Mach Overspeed Warning Switch" and have it reset from Mach .83 to .80. Contact the manufacturer PRECISION SENSOR, P.0. Box 509, Milford, Connecticut 06460, telephone number (203) 877-2795, to have the instrument recalibrated. Reidentify the Mach overspeed warning switch by ink stamping "Mach limit .80" adjacent to the part number. Reinstall the "Mach Overspeed Warning Switch" after it has been calibrated; and c. Remove pilot's and copilot's airspeed indicators and have them modified by changing the "Barber Pole" from Mach number .83 to .80. The instrument must be recalibrated by the instrument manufacturer or a certified repair station. Reidentify the airspeed indicators by ink stamping "Mach limit .80" adjacent to the part number. Reinstall the pilot's and copilot's airspeed indicators after they have been recalibrated. 2. Remove the modifications installed by Raisbeck Group STC SA766NW, and return the aircraft to the original type design configuration or to the Gates Learjet "Softflight" configuration. B. Airplanes may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Jet Air Corporation, P.O. Box 245, Bellevue, Washington 98009. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective September 6, 1985.
2021-11-20: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200, A330-300, A340-200, A340-300, A340- 500, and A340-600 series airplanes. This AD was prompted by reports that, for certain lower deck mobile crew rest (LDMCR) units, the connection of a certain halon outlet tube to the outlet of a certain fire extinguisher bottle may be incorrect. This AD requires replacing each affected halon outlet tube with a flexible hose, 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.
2004-05-21: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier airplanes as listed above. This action requires lubrication of the flap actuators, repetitive measurements ("checks") of the backlash of the flap actuators, determination of the next backlash measurement interval, and replacement of discrepant actuators with new or overhauled actuators if necessary. This action is necessary to prevent the mechanical disconnection of a flap actuator, which, if followed by failure of the flap panel's second actuator due to increased loading, could result in flap asymmetry and consequent loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
48-01-02: 48-01-02 PIPER: Applies to PA-12 Aircraft Serial Numbers 12-1 Through 12-1989; 12- 1991 Through 12-1993; 12-1997; 12-1999; 12-2001 Through 12-3443; 12-3445 Through 12- 3450; 12-3452 Through 12-3457; 12-3461 Through 12-3465; 12-3481; 12-3535 Through 12- 3542; 12-3553; 12-3901; 12-3903 Through 12-3934; 12-3936; 12-3940; 12-3941; 12-3943 Through 12-3954; 12-3961; 12-3964 Through 12-3970; and 12-3988. Compliance required by February 1, 1948, and at each periodic inspection with modification not later than June 1, 1948. Inspect for interference between the nose cowl and starter ring gear casting and for tightness of the cowl attachments. Replace gear casting if scored deeper than 1/32 inch. Prior to June 1, 1948, install cowl support braces, Piper P/N 11410, to insure proper position and support of cowl. (Piper Service Bulletin No. 100 dated October 20, 1947, covers this same subject.)
2021-12-01: The FAA is superseding Airworthiness Directive (AD) 2019-25- 13, which applied to all Engine Alliance (EA) GP7270 and GP7277 model turbofan engines with a certain low-pressure compressor (LPC) 1st-stage fan blade installed. AD 2019-25-13 required an ultrasonic inspection of the affected LPC 1st-stage fan blades and replacement of any affected LPC 1st-stage fan blade that fails the inspection. This AD lowers the initial inspection threshold and requires repetitive ultrasonic inspections on affected LPC 1st-stage fan blades. This AD was prompted by a report of an in-flight shutdown (IFSD) of an engine due to the fracture of multiple LPC 1st-stage fan blades. The FAA is issuing this AD to address the unsafe condition on these products.