Results
97-26-16: This amendment supersedes Airworthiness Directive (AD) 85-13-03 R2, which currently requires repetitively inspecting the engine mount beams for cracks on certain Cessna Aircraft Company (Cessna) Models 402C and 414A airplanes, and replacing any cracked beams. This AD requires incorporating engine mount kits that will eliminate the need for the repetitive inspection requirement of AD 85-13-03 R2. This AD results from the Federal Aviation Administration's policy on aging commuter-class aircraft, which is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. The actions specified by this AD are intended to prevent failure of the engine mount beam caused by fatigue cracks, which could result in loss of the engine with consequent loss of the airplane.
47-30-06: 47-30-06 BEECH: (Was Mandatory Note 2 of AD-2-582-2.) Applies Only to AT-11 Airplanes Equipped With M-3 Generators Which Do Not Have Three-Pole-Single-Throw Relays Installed for Generator Control. \n\n\tTo be accomplished prior to certification or, if certificated, on next periodic inspection but not later than October 1, 1947. \n\n\tIn accordance with Figure 1 install a three-pole-single-throw relay, General Electric No. CR2791-B100G3 or equivalent, for the control of each generator. \n\n\n\n\n\tThe operating coil of the left generator relay should be controlled by a single-pole-single- throw "ON-OFF" switch mounted on the pilot's control panel adjacent to the left battery switch, and should be labeled "LEFT GEN. SW.". The operating coil of the right generator relay should be controlled by a single-pole-single-throw "ON-OFF" switch mounted on the pilot's control panel adjacent to the right battery switch and should be labeled "RIGHT GEN. SW.". The battery and generator switches should be located adjacent to each other in the order shown on Figure 1, and should be provided with a suitable gangbar such that pilot can throw the four switches to the "OFF" position in a single operation. \n\n\tThe generator control relays may be mounted in any convenient junction box or in a separate box provided therefore. Choice of relay location should be such that the length of generator field leads are kept to a minimum.
2005-13-11: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CT64-820-4 turboprop engines with stage 1 turbine disk and shaft, part number (P/N) 6004T47P03 or 4921T10P02 installed. This AD requires removing from service these stage 1 turbine disk and shafts at reduced compliance times. This AD results from the discovery by the manufacturer of low-cycle-fatigue (LCF) cracks found in stage 1 turbine disk and shafts, P/Ns 6004T47P03 and 4921T10P02. We are issuing this AD to prevent uncontained failure of the stage 1 turbine disk and shaft, resulting in damage to the airplane.
92-09-03: 92-09-03 MCDONNELL DOUGLAS: Amendment 39-8228. Docket No. 91-NM-239-AD. \n\n\tApplicability: Model DC-9-80 series and MD-88 airplanes, equipped with brake part numbers identified in paragraph (a) of this AD, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 180 days after the effective date of this AD, inspect the brakes having brake part numbers specified, below, for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within this limit. \n\n\nDouglas Brake\t\nPart Number \n\n\tMaximum Wear \t\nLimit (inches)\n\n\n\nFor airplanes with an approved \nFlight Manual MGTOW of 149,500 lb: \n\n\n\n\n\n2608892-1\t\t\n\n1.20 \n5004321-3/-4/-5\t\t\nall Trapezoid\n0.65 \n5004321-6\t\t\nBullnose\n0.70 \n " -6\t\t\nTrapezoid\n0.75 \n " -10\t\t\nBullnose\n0.70 \n " -11\t\t\nTrapezoid (Standard)\n1.00 \n " -11\nTrapezoid (Rebalanced)\n1.20 \n " -12\t\t\nTrapezoid \n0.70 \n5007898\t\t \nTrapezoid\n0.75\n5007898-1\t\t\nTrapezoid\n0.80 \n\n\n\nFor airplanes with an approved \nFlight Manual MGTOW of 160,000 lb: \n\n\n\n\n\n2608892-1\t\t\n\n0.70 \n5007898\t\t\nBullnose\n0.45 \n5007898-1\t\t\nTrapezoid\n0.50 \n \t\n\t(b)\tWithin 180 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD, into the FAA-approved maintenance inspection program. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO.(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThis amendment becomes effective on May 22, 1992.
48-43-02: 48-43-02 CESSNA and AERONCA: Applies to All Cessna Model 170 and Aeronca Model 15AC Airplanes Equipped With Continental C-145-2 Engines Serial Numbers 3001-8-2 to 3775- 8-2, Inclusive. Compliance required not later than December 31, 1948. Some piston pin plugs of the loose fit type with which the engines as noted were originally equipped, are subject to rapid and excessive wear which may eventually cause disintegration of the piston pin plugs, failure of pistons, and complete engine failure due to oil stoppage caused by metal particles on the screen and in the system. To preclude the possibility of such failures, piston pin and plug assemblies, P/N 25262-A1 (with loose fit plugs), should be removed and replaced with piston pin and plug assemblies, P/N 530830 (with press fit plugs) as soon as possible, and in no case later than the compliance date shown. Pending installation of the new assemblies, oil screens should be inspected prior to each flight. If aluminumparticles are evident on the screen the airplane should be removed from service until the change is accomplished. (Continental Service Bulletins Nos. M48-20 and M48-25 cover this same subject.)
2005-12-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-200F and -400 series airplanes; Model 767- 400ER series airplanes; and Model 777 series airplanes. This AD requires replacing the frequency converter(s) used to supply electrical power for utility outlets (for the galley, medical equipment, or personal computers) with modified frequency converter(s). This AD also requires any specified action and related concurrent actions, as necessary. This AD is prompted by a report that a hard short condition between the frequency converter's output and its downstream circuit breakers will produce a continuous current that could cause the undersized output wiring to overheat. We are issuing this AD to prevent the overheating of the frequency converter's undersized output wiring, which could lead to the failure of a wire bundle, and consequent adverse effects on other systems sharing the affected wire bundle.
47-42-19: 47-42-19 DOUGLAS: (Was Service Note 5 of AD-781-1.) Applies to the Following DC-6 Aircraft: Serial Numbers 42854 to 42894, Inclusive; 43000 to 43012, Inclusive; 43055, 43056, and 43062. \n\nInspection required at every engine change. \n\nAfter the stop holes are drilled in the tail stub extension of the horizontal stabilizer front spar caps, as required by AD 47-42-11, inspect for signs of cracks, or progress of cracks, at each engine change period. If the aircraft has been modified to incorporate the elevator fifth hinge modification, the inspection period may be extended to every other engine change period, but not to exceed 3,000 hours of airplane operation. If cracks progress beyond the stop hole, operation of the airplane must be discontinued until additional corrective measures have been determined.
47-25-04: 47-25-04 CULVER: (Was Mandatory Note 6 of AD-778-2.) Applies Only to Model V Aircraft Certified for Night Flying. Compliance required prior to August 15, 1947. Provide adequate illumination for compass by installing a Lucite reflector, Culver P/N 11850, between the instrument panel and subpanel. The reflector is attached by means of the two upper attachment screws for the compass with its straight end extending to the nearest instrument light bulb. All paint should be scraped off the top half of this bulb. Other means of providing equivalent illumination of the compass are acceptable. (Culver Service Bulletin No. 14 covers this same subject.)
48-13-07: 48-13-07 AERONCA: Applies to 11AC and S11AC Serial Numbers 1 Through 931. Compliance required at next periodic inspection but not later than May 1, 1948. To eliminate interference and failure of the turnbuckle forks at the attachment points of the two elevator control cables to the horn located on the bottom of the control column, inspect to determine that AN 161-16RS turnbuckle forks have been replaced by AN 160-16S forks. The distance between the bottom of the fork slot to the center of the attachment bolt on the new fork is 15/32 inch and the original fork is only 3/8 inch. (Aeronca Service Helps and Hints No. 19 covers this subject.)
93-14-09: 93-14-09 SHORT BROTHERS, PLC: Amendment 39-8633. Docket 93-NM-21-AD. Applicability: Model SD3-SHERPA series airplanes; serial numbers SH3201 through SH3210, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the emergency lighting system to illuminate during an emergency, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the power supply to the emergency lighting system and perform a functional test of the system in accordance with Shorts Service Bulletin SD3 SHERPA-33-1, dated January 17, 1993. (b) 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 commentsand then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with Shorts Service Bulletin SD3 SHERPA-33-1, dated January 17, 1993, which includes Attachment to Service Bulletin Drawing SD3 SHERPA-33-1/A. 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 Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Officeof the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on September 8, 1993.
98-13-41: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Model 172R airplanes. This action requires: inspecting for incorrectly routed aileron control cables in the center console area; inspecting for incorrectly routed aileron control cables in the right-hand (RH) wing area; inspecting for a loose or improperly installed center lock clamp on the forward aileron control cable drum; and inspecting for loose or missing elevator trim actuator mounting screws, loose rudder circuit pulleys, missing rudder cable guard pins, incorrect elevator trim cable routing, aileron control cable clearance, and flight control cable tension or rigging outside specification. If any of the above conditions are found, this AD requires correcting, repairing, or replacing any damaged or missing part, and reporting any of the above conditions found to the Wichita Aircraft Certification Office. Notification by the manufacturer, service difficulty reports (SDR s), and an FAA surveillance audit at the manufacturing facility identifying potential deficiencies on the affected airplanes prompted the action. The actions specified by this AD are intended to prevent loss of aileron and elevator control, which could result in loss of directional control of the airplane.
93-24-16: 93-24-16 PURITAN BENNETT AERO SYSTEMS: Amendment 39-8765; Docket No. 93-CE-36-AD. Applicability: Crewmember Protective Breathing Equipment (PBE), 119003 and 119003-01 Units, that are installed on, but not limited to the following airplanes (all serial numbers), certificated in any category: \n\n\nManufacturer\nModels \nAirbus Industries\nA300, A310, and A320 \nBoeing\n727, 737, 747, 757, and 767 \nMcDonnell Douglas\nDC8, DC9, DC10, MD11, MD80, MD81, MD82, and MD83 \nde Havilland\nDHC-8 \nBritish Aerospace\nBAe 146 and BAe 31 \nLockheed\nL1011 \nFokker\n100 \nSAAB\nSF340 \nAerospatiale\nATR42 and ATR72 \nCanadair\nRJ \nShorts\n360\n\n\tCompliance: Required within the next 24 calendar months after the effective date of this AD, unless already accomplished. \n\n\tTo prevent failure of a PBE unit because of a deteriorated neck seal, accomplish the following: \n\n\t(a)\tInspect the affected PBE unit for existence of a yellow label attached to the red rip tag. Remove from service any unitthat does not have this yellow label. \n\n\tNOTE 1: Figure 1 of Puritan Bennett Aero Systems SB No. 119003-35-1, dated February 15, 1993, illustrates the location of this yellow label. \n\n\tNOTE 2: PBE units not having a yellow tag may be shipped to the manufacturer at the address specified in paragraph (d) of this AD. The unit will then be modified and shipped back with a yellow tag attached to the red rip tag. \n\n\t(b)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office. \n\n\tNOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. \n\n\t(d)\tAll persons affected by this directive may obtain copies of the document referred to herein upon request to Puritan Bennett Aero Systems Company, Attention: Customer Service Department, 10800 Pflumm Road, Lenexa, Kansas 66215; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\t(e)\tThis amendment (39-8765) becomes effective on February 4, 1994.
2005-11-13: The FAA is adopting a new airworthiness directive (AD) for certain BAE Systems (Operations) Limited Model BAe 146 airplanes. This AD requires repetitive inspections for cracks of the fuselage pressure skin above the left and right main landing gear (MLG) bay. This AD also requires corrective action, including related investigative actions, if leaks are found. This AD is prompted by reports of cracks in the fuselage pressure skin above the left and right MLG bay. We are issuing this AD to detect and correct fatigue cracking in the fuselage pressure skin above the left and right MLG bay; such fatigue cracking could adversely affect the structural integrity of the fuselage and its ability to maintain pressure differential.
62-16-04: 62-16-04 PIAGGIO: Amdt. 463 Part 507 Federal Register July 13, 1962. Applies to Model P.166 Aircraft, Serial Numbers 341 to 403 Inclusive. Compliance required as indicated. In order to preclude failure of the frame 20 angle bar at the attachment of the elevator control sector bracket, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD and thereafter within each 20 hours' time in service, inspect the frame 20 angle bar for cracks in the area of the elevator control sector bracket attachment. (b) If cracks are found, repair in accordance with the procedures specified under Second Assumption in Piaggio Service Bulletin 166-16, or FAA approved equivalent prior to further flight. When this has been accomplished the inspections required in (a) may be discontinued. (c) The inspections required in (a) may be discontinued after incorporating the reinforcement specified under First Assumption in Piaggio Service Bulletin 106-16 or FAA approved equivalent. This directive effective July 20, 1962.
2008-24-07: The FAA is adopting a new airworthiness directive (AD) for certain Eclipse Aviation Corporation (Eclipse) Model EA500 airplanes equipped with a Pratt and Whitney Canada, Corp. (PWC) PW610F-A engine. This AD requires you to incorporate operating limitations into Section 2, Limitations, of the airplane flight manual (AFM). This AD results from several incidents of engine surge. We are issuing this AD to prevent hard carbon buildup on the static vane, which could result in engine surges. Engine surges may result in a necessary reduction in thrust and decreased power for the affected engine. In some cases, this could result in flight and landing under single-engine conditions.
80-01-04: 80-01-04 TELEDYNE CONTINENTAL MOTORS: Amendment 39-3647. Applies to Continental IO-520 and TSIO-520 series engines incorporating cylinder assemblies which have been rebarrelled by Airmotive Engineering Corporation. Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished, except aircraft may be flown in accordance with FAR 21.197 to a base where the maintenance required by this AD may be performed. To prevent failure of cylinder holddown flanges, accomplish the following: Inspect to determine if Airmotive Engineering Corporation rebarreled cylinders, Part Numbers AE-C- 631397 T.T., AE-C-639272 T.T., and AE-C-639274 T.T., are installed. If installed, inspect cylinders for .050 inch minimum corner radius in the area spot faced for installation of holddown nuts. Airmotive Engineering Corporation Service Alert dated September 28, 1979, covers this also. Replace all cylinders found without the proper radius. The cylinder part numbers are marked on the flat area of the cylinder holddown flanges on the intake valve side. These cylinder assemblies may have been installed during overhaul or unscheduled maintenance. Airmotive Engineering Corporation Service Alert dated September 28, 1979, pertains to and provides instructions for accomplishing the intent of this AD. The manufacturer's procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Airmotive Engineering Corporation, 9131 Directors Row, Dallas, Texas 75247. These documents may also be examined at Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas. Equivalent means of compliance with the modification prescribed by this AD may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Post Office Box 1689, Fort Worth, Texas 76101. This amendment becomes effective January 25, 1980.
98-13-16: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-145 series airplanes, that requires replacement of the horizontal stabilizer anti-icing valve with a new anti-icing valve. This amendment also requires reinforcement of the insulation over the anti-icing ducts of the horizontal stabilizer thermal anti-icing system. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the horizontal stabilizer anti-icing valve, which could cause the horizontal stabilizer thermal anti-icing system to be inoperative, and could result in reduced controllability of the airplane.
2005-09-51: This document publishes in the Federal Register an amendment adopting emergency airworthiness directive (AD) 2005-09-51 that we sent previously to all known U.S. owners and operators of certain Turbomeca Arrius 2F turboshaft engines. This AD requires before further flight, replacing the Module 2 on certain engines listed by serial number (SN) in this AD. This AD results from a report of the failure of a high pressure turbine (HPT) blade and damage to two other HPT blades in a Turbomeca Arrius 2F turboshaft engine. We are issuing this AD to prevent failure of the engine and subsequent loss of power.
60-07-08: 60-07-08 WRIGHT: Amdt. 121 Part 507 Federal Register March 29, 1960. Applies to All R-1820-103 Engines Installed In Helicopters. Compliance required at first engine overhaul after June 1, 1960, but not later than December 31, 1960. To alleviate failures of the master rod assemblies, strengthened master and articulating rods with associated parts must be installed in accordance with the instructions contained in Wright Aeronautical Division Service Bulletin No. C9-353.
2005-10-14: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters. That AD currently requires replacing certain main or combiner gearboxes with airworthy gearboxes. Further investigation has shown that the main gearbox is not affected, and this amendment requires replacing a certain combiner gearbox with a modified airworthy gearbox. This amendment is prompted by a report of a freewheel unit slipping resulting in an engine overspeed and shutdown. Also, this amendment is prompted by the conclusion of the investigation, which finds the freewheel slippage is due to the surface treatment applied to certain freewheel rollers in the combiner gearbox. The actions specified by this AD are intended to prevent an engine overspeed, an engine shutdown, and subsequent loss of control of the helicopter.
2005-10-07: The FAA is adopting a new airworthiness directive (AD) for all Fokker Model F.28 series airplanes. This AD requires a one-time inspection of the area underneath the auxiliary power unit (APU) enclosure to determine if drain tubes in the area are correctly installed and to detect damaged wiring, and corrective action if necessary. This AD is prompted by a report of a fire under the APU enclosure. We are issuing this AD to prevent fuel from accumulating under the APU enclosure, which, in the presence of an ignition source, could result in a fire.
2009-16-07: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes. That AD currently requires replacing brackets that hold the P5 panel to the airplane structure, the standby compass bracket assembly, the generator drive and standby power module, and the air conditioning module, as applicable. The existing AD also currently requires, among other actions, inspecting for wire length and for damage of the connectors and the wire bundles, and doing applicable corrective actions if necessary. This new AD requires an additional operational test of the P5-14 panel. This AD results from a report of an electrical burning smell in the flight compartment. We are issuing this AD to prevent wire bundles from contacting the overhead dripshield panel and modules in the P5 overhead panel, which could result in electrical arcing and shorting of the electrical connector and consequent loss of several critical systems essential for safe flight; and to ensure proper operation of the passenger oxygen system. If an improperly functioning passenger oxygen system goes undetected, the passenger oxygen mask could fail to deploy and result in possible incapacitation of passengers during a depressurization event. \n\n\nDATES: This AD becomes effective September 22, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of September 22, 2009. \n\tOn June 22, 2006 (71 FR 28766, May 18, 2006), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD.
95-10-14: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300, A310, and A300-600 series airplanes, that requires repetitive mechanical and electrical inspections to detect chafing of electrical wiring; and repair or replacement of discrepant parts, and repositioning the looms. This amendment is prompted by reports of wire chafing in the forward avionic compartment. The actions specified by this AD are intended to prevent such chafing, which may lead to a short in the electrical circuits at the 104VU panel; this condition could result in unwanted depressurization, loss of wing de-icing, and loss of in-flight engine restart capability.
2005-09-07: This amendment adopts a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E helicopters that requires visually inspecting each main transmission support fitting (fitting) attachment bolt (bolt) for a fracture, a crack, or looseness, and verifying the torque on each fitting bolt. This amendment is prompted by two incidents of fatigue failure of the bolts that secure the transmission rear support fittings to the helicopter. The actions specified by this AD are intended to detect a fracture, a crack, or looseness of a fitting bolt, and prevent fatigue failure of a fitting bolt and subsequent loss of control of the helicopter.
2005-09-06: This amendment adopts a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A119 helicopters that requires visually inspecting each main transmission support fitting (fitting) attachment bolt (bolt) for a fracture, a crack, or looseness, and verifying the torque on each fitting bolt. This amendment is prompted by two incidents of fatigue failure of the bolts that secure the transmission rear support fittings to the helicopter. The actions specified by this AD are intended to detect a fracture, a crack, or looseness of a fitting bolt, and prevent fatigue failure of a fitting bolt and subsequent loss of control of the helicopter.