Results
75-04-09: 75-04-09 MOONEY: Amendment 39-2091 as amendment by Amendment 39-2127. Applies to Models M20C, M20E, and M20F airplanes manufactured after October 1974 with the following serial numbers on which the landing gear actuator, P/N LA11C2110, manufactured by International Telephone and Telegraph Corporation, is installed: Model M20C: 20-0037, 0038, 0039, 0040, 0041, 0042, 0043, 0044, 0045, and 0046; Model M20E: 21-0050, 0051, 0052, 0053, 0054, 0055, 0056, 0057, 0058, 0059, and 0060; Model M20F: 22-0065, 0066, 0067, 0068, 0069, 0070, 0071, 0072, 0073, 0074, 0075, 0076, 0077, and 0078. Compliance is required prior to further flight except that airplanes may be flown to a facility for actuator replacement after fixing the landing gear in the extended position in accordance with instructions included in Mooney Aircraft Corporation Service Bulletin M20-191, dated January 28, 1975, or later FAA approved revision, or an FAA approved equivalent procedure. To prevent further failures, replace the International Telephone and Telegraph Corporation P/N LA11C2110 landing gear actuator with a Mooney Aircraft Corporation P/N 950227-501 landing gear actuator in accordance with Mooney Aircraft Corporation Service Bulletin M20-191, dated January 28, 1975, or later FAA approved revision, or by an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. Amendment 39-2091 became effective on February 20, 1975. This amendment 39-2127 becomes effective on March 20, 1975.
73-14-03: 73-14-03 BEECH: Amendment 39-1679. Applies to: 1) Paragraphs A and C of the AD are applicable to: Model F33A (Serial Numbers CE-400 through CE-414, CE-416 through CE- 426, CE-428 and CE-432); Model F33C (Serial Numbers CJ-31 (CD-1305) through CJ-39 (CD- 1313)); Model V35B (Serial Numbers D-9389 through D-9406, D-9408 through D-9454 and D- 9464); Model A36 (Serial Numbers E-362 through E-367, E-369 through E-389, E-392 through E-409, E-415, E-417 and E-418); Models 95-B55 and 95-B55A (Serial Numbers TC-1484, TC-1486 through TC-1533, TC-1538, TC-1542 and TC-1544); Models E55 and E55A (Serial Numbers TE-880, and TE-882 through TE-907); Models 58 and 58A (Serial Numbers TH-264, TH-266 through TH-310, TH-315 and TH-318). Applies to: 2) Paragraphs A, B, and C of the AD are applicable to: Model F33A (Serial Numbers CE-427, CE-430 and CE-431); Model V35B (Serial Numbers D-9455 through D-9460 and D-9462); Model A36 (Serial Numbers E-410 through E-414 and E-416); Models 95-B55 and 95-B55A (Serial Numbers TC-1534 through TC-1537); Models E55 and E55A (Serial Numbers TE-908, TE-909 and TE-910); Models 58 and 58A (Serial Numbers TH-311 through TH-314 and TH-316). Compliance: Required as indicated, unless already accomplished per Beechcraft Service Instructions 0579-200 or later FAA-approved revisions. To check landing gear shock strut pistons for proper hardness, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: A) Using a portable hardness tester, measure the hardness of the nose gear shock strut piston in an area from 1 inch to 4 inches above the nose wheel fork. The allowable hardness range is from Rockwell Scale C38 to C46 1/2. If during the hardness measuring process a reading appears unreliable, make additional measurements at other spots but within the 1 inch to 4 inch area specified herein until an accurate measurement is obtained. B) Using a portable hardness tester, measure the hardness of both main gear shock strut pistons in an area 1 inch to 4 inches above the axle socket. The allowable hardness range is from Rockwell Scale C43 1/2 to C50 1/2. If during the hardness measuring process a reading appears unreliable, make additional measurements at other spots but within the 1 inch to 4 inch area specified herein until an accurate measurement is obtained. C) If a hardness measurement is outside of the hardness range specified in Paragraphs A and/or B of this AD, prior to further flight, replace any defective landing gear shock strut piston with an airworthy piston, except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be performed, provided the landing gear remains down and locked. This amendment becomes effective July 6, 1973.
2013-21-01: We are adopting a new airworthiness directive (AD) for Eurocopter Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters. This AD requires certain inspections of each tail rotor pitch horn assembly (pitch horn) for a crack, and if there is a crack, before further flight, replacing the pitch horn with an airworthy pitch horn. This AD is prompted by a report of a crack in the yoke of a pitch horn. These actions are intended to detect a crack in the pitch horn to prevent failure of the pitch horn, loss of the anti-torque function, and subsequent loss of control of the helicopter.
2013-20-18: We are superseding Airworthiness Directive (AD) 2009-05-09 for Bell Model 412, 412CF, and 412EP helicopters. AD 2009-05-09 required reidentifying each affected part-numbered main rotor yoke (yoke) on its data plate, reducing the retirement life of the reidentified yoke, and revising the Airworthiness Limitations section of the maintenance manual or the Instructions for Continued Airworthiness (ICAs) accordingly. This new AD retains the requirements of AD 2009-05-09 with the exception of the P/N marking location. This AD was prompted by fatigue analysis that shows the retirement life should be reduced on certain yokes. We are issuing this AD to correct the unsafe condition on these helicopters.
2006-06-09: The FAA is adopting a new airworthiness directive (AD) for all EMBRAER Model ERJ 170 airplanes. This AD requires revising the Airworthiness Limitations section (ALS) of the airplane maintenance manual (AMM) to include new, specific maintenance tasks related to the incorporation of a new horizontal stabilizer actuator. This AD also requires revising the ALS of the AMM to include revised repetitive inspection intervals for certain tasks in the maintenance plan related to the aileron and flap/slat flight controls system. This AD results from safety assessments of the aileron and flap/slat flight controls system, conducted after the type certification of the airplane, which showed that some dormant faults did not comply with the safety assessment criteria. We are issuing this AD to prevent failure of the aileron and flap/slat controls system, which could result in reduced controllability of the airplane.
2025-05-11: The FAA is adopting a new airworthiness directive (AD) for all ATR--GIE Avions de Transport R[eacute]gional Model ATR42 and ATR72 airplanes. This AD was prompted by a report of a manufacturing defect identified in the lavatory fire extinguisher. This defect could potentially result in leakage at the eutectic tip, leading to a loss of pressure in the cylinder, making fire extinguishing capabilities ineffective. This AD requires an inspection (i.e., weight check) and replacement, as applicable, of certain lavatory compartment fire extinguishers, and also prohibits the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2000-21-10: This amendment adopts a new airworthiness directive (AD) that is applicable to CFE Company CFE738-1-1B turbofan engines. This action requires removing certain support assemblies and replacing them with support assemblies that have a new design. This amendment is prompted by a report of the loss of seal retention that resulted in contact between the seal face and the stage 2 high pressure turbine (HPT) rotor disk, and subsequent wear of the stage 2 HPT rotor disk. That condition resulted in separation of the stage 2 HPT wheel rim, and an uncontained failure of the stage 2 HPT rotor wheel. The actions specified in this AD are intended to prevent the static seal from moving forward, which could result in contact between the seal face and stage 2 HPT rotor, wear, and the possibility of an uncontained failure of the stage 2 HPT rotor.
2025-05-16: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-800 series airplanes. This AD was prompted by a determination that the compliance time for the initial ultrasonic inspection required by AD 2019-11-06 is insufficient for certain airplanes. This AD requires reducing the compliance time for the ultrasonic inspection of the skin under the drag link assembly. The FAA is issuing this AD to address the unsafe condition on these products.
2003-12-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, -320, and - 500 series airplanes; and Model ATR72-102, -202, -212, and 212A series airplanes; that requires modification of the flight attendant's seat located in the front of the cabin, and follow-on actions. This action is necessary to prevent release of the forward flight attendant's shoulder restraint harness, which could result in injury to the flight attendant in case of turbulence. This action is intended to address the identified unsafe condition.
2000-21-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires installation of sleeving on the 90-minute auxiliary power unit (APU) standby power feeder cable at body station 1351. This amendment is prompted by a report of damage to the 90-minute APU standby power feeder cable caused by shifting of unrestrained cargo containers during flight. The actions specified by this AD are intended to prevent damage to the 90-minute APU standby power feeder cable, which could result in arcing between the standby power feeder cable and the shroud of the APU fuel line, penetration of the fuel line shroud, and a consequent fire in the main deck floor above the aft cargo compartment.
2000-21-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires revising the Airplane Flight Manual to include new flight operational procedures for the fuel system; repetitive inspections of the trim transfer fuel line in the vicinity of the aft pressure bulkhead located between frame (FR) 77 and FR86 to detect any discrepancy; and corrective actions, if necessary. This amendment also requires modification of the air release valve in the fuel trim tank transfer system, which constitutes terminating action for the requirements of this AD. 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 damage to the fuel trim transfer system, which could cause rupture of the trim transfer fuel line due to pressure build-up, and result in fuel leakage from that fuel line. Thisaction is intended to address the identified unsafe condition.
2013-16-10: We are adopting a new airworthiness directive (AD) for Hamilton Standard Division model 6/5500/F and 24PF and Hamilton Sundstrand Corporation model 14RF, 14SF, 247F, and 568F series propellers. This AD was prompted by the amount of corrosion detected during major inspections (MI). This AD requires incorporating inspections, based on a calendar time, into the propeller maintenance schedule. We are issuing this AD to prevent corrosion that could result in propeller failure and loss of airplane control.
73-20-08: 73-20-08 UNIVAIR AIRCRAFT CORPORATION (formerly Koppers): Amendment 39-1730. Applies to all propeller blades eligible in Models F200, F200H, and 220 propellers. Compliance: Required after receipt of this Airworthiness Directive and before further flight unless already accomplished. The inspection specified in (a) below must be performed. Propeller blades found to have defective tipping must be repaired or replaced before further flight. Propeller blades found to have the late style one piece tipping, but which have no apparent defects must be returned to Univair Aircraft Corporation, Route 3, Box 59, Aurora, Colorado 80010, within the next 25 hours of flight for inspection and rework or replacement as found necessary. (a) Visually inspect the propeller blade tipping for evidence of loosening, loose rivets or deteriorated wood under the tipping. Measure the distance from the blade tipping outboard end to the first relief cut in the stainless steel tipping material inboardfrom the tip. Blades on which there is no relief cut in the stainless steel tipping material in the first five and one-half (5 1/2) inches inboard from the tip have the late style, one piece tipping installed. Service Bulletin No. 29 on this same subject is available from Univair Aircraft Corporation, Route 3, Box 59, Aurora, Colorado 80010. This amendment becomes effective October 4, 1973.
2013-19-18: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-535E4-37, RB211-535E4-B-37, RB211-535E4-C- 37, and RB211-535E4-B-75 turbofan engines. This AD requires removal of affected parts using a drawdown plan. This AD was prompted by RR updating the low-cycle-fatigue life analysis for the low pressure turbine (LPT) stage 2 discs. We are issuing this AD to prevent LPT stage 2 disc failure, which could result in uncontained engine damage and damage to the airplane.
56-24-02: 56-24-02 CONVAIR AND MARTIN: Applies to the Following Aircraft Equipped with PR-58E5-17 and -27 Carburetors in P&W Double Wasp CB Engines: Convair 240 and 340 (Except 340's with 440 Nacelles) and Martin 202A and 404. Also Applies to 340 Aircraft With 440 Nacelles and Equipped With PR-58E5-29 Carburetors; and to 440 Aircraft Equipped with PR-58E5-29 Carburetors. Compliance required by first engine overhaul after January 1, 1957, but not later than September 1, 1957. Normal fuel metering in carburetors incorporating the PR-58E5-17 and -27 "Transport Setting" may result in powers lower than those employed for aircraft certification. This occurs in the high power range with the control in the Auto-Rich position in cases where the carburetor meters on the rich side of the allowable limits. The amount of power loss will vary with different carburetors. Performance information in the FAA-approved Airplane Flight Manual is based upon the maximum certificated power ratings ofthe engine. To obtain full rated power at manifold pressure limits for maximum continuous power, it is necessary to adjust the fuel mixture by the mixture control (takeoff power is not adversely affected by use of the full rich mixture position). (P&W Engine Operation Information Letter No. 28, and P&W Service Bulletins Nos. 1602 and 1604 cover this subject in further detail.) In order to insure obtaining the power used in aircraft certification, accomplish the following: 1. For MC power during one-engine-out operation use Auto-Lean mixture setting. Revise the pertinent airplane flight manuals accordingly to insure that the operation check procedure includes this item for engine-out operation. 2. Incorporate the leaner carburetor derichment jet per Bendix Service Bulletins Numbers 804 and 806. This applies to PR-58E5-17 and -27 carburetor settings only. The primary purpose of this change is to provide correct fuel flow for takeoff power. It does not materially affect fuel flow for maximum continuous power. 3. The Auto-Lean mixture control position should be plainly marked and identified. NOTE: Selective manual leaning of the mixture by reference to the fuel flowmeter is not satisfactory because of the time and attention required for such a procedure in an emergency. It is necessary that the mixture adjustment be completed in one direct movement by placing the control in the Auto-Lean marked position. Compliance with items 1 and 3 is not directly related to item 2, and should be accomplished as soon as possible regardless of the time of compliance with item 2.
2013-19-09: We are superseding airworthiness directive (AD) 2012-26-51 for all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2012- 26-51 required revising the airplane flight manual (AFM) to advise the flightcrew of emergency procedures for addressing angle of attack (AoA) sensor blockage, and also provided for optional terminating action for the AFM revision, which involves replacing AoA sensor conic plates with AoA sensor flat plates. This new AD requires replacing AoA sensor conic plates with AoA sensor flat plates, and subsequent removal of the AFM revision. This AD was prompted by a determination that replacement of AoA sensor conic plates is necessary to address the identified unsafe condition. We are issuing this AD to prevent reduced control of the airplane.
2003-12-07: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Pratt & Whitney JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, -15A, -17, -17A, -17R, and -17AR turbofan engines. That AD currently requires a determination of the utilization rate and protective coating type of the 7th, 8th, 9th, 10th, 11th, and 12th stage high pressure compressor (HPC) disks, and removal, inspection for corrosion, and recoating of those HPC disks based on utilization rate. This amendment requires removal and replacement of protective coating of 7th, 8th, 9th, 10th, 11th, and 12th stage HPC disks, initial and repetitive inspections for corrosion pits and cracks, and removal from service as required. This amendment is prompted by operator reports of cracks found on several JT8D steel HPC disks since the existing AD was published. The actions specified by this AD are intended to prevent fracture of the HPC disks, which can result in uncontained release of engine fragments, inflight engine shutdown, and airframe damage.
57-08-02: 57-08-02 BELL: Applies to All Models 47B3, 47D, 47D1, 47G, and 47H1 Helicopters Equipped With Parker Check Valves in the Oil System. Compliance required at next oil change and every 25 hours thereafter until replacement is accomplished. Several failures of the hinge in the oil system Parker check valve, P/N 1111-517703, 1111-517704, or 1111-517744, have occurred resulting in restriction of the flow of oil from the pump. To preclude recurrence of such failures, the following must be accomplished: 1. At the next oil change and every 25 hours thereafter, remove, disassemble, and inspect the oil system Parker check valve, P/N 1111-517703, 1111-517704, or 1111-517744, for wear or failure of the hinge and freedom of operation. If defects are found, replace the valve. 2. James Pond Clark check valve, P/N 879A-10TT, has been approved as a replacement valve. The 25-hour inspection outlined above may be discontinued when the valve is installed. (Bell Service Bulletin No. 119 dated March 15, 1957, covers this same subject.)
2000-20-13: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires you to inspect the rudder quadrant support structure for cracks and correct D-washer installation; and also requires you to replace any cracked component and replace any incorrectly installed D-washers. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to detect, correct, and prevent further cracking in the rudder quadrant structure caused by incorrectly installed D-washers. Cracks in this structure could result in loss of rudder control with consequent airplane control problems.
97-08-01: This amendment adopts a new airworthiness directive (AD), applicable to CFM International CFM56-3, -3B, -3C series turbofan engines, that requires a reduction of the low cycle fatigue (LCF) retirement lives for certain fan disks. This amendment is prompted by the results of a refined life analysis performed by the manufacturer which revealed minimum calculated LCF lives significantly lower than published LCF retirement lives. The actions specified by this AD are intended to prevent a LCF failure of the fan disk, which could result in an uncontained engine failure and damage to the aircraft.
2025-06-03: The FAA is superseding Airworthiness Directive (AD) 2022-24-06 for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) Model BR700- 710A1-10, BR700-710A2-20, and BR700-710C4-11 engines. AD 2022-24-06 required initial and repetitive visual inspections of certain low- pressure compressor (LPC) rotor (fan) disks and replacement of any LPC rotor (fan) disk with cracks detected. AD 2022-24-06 also allows for modification of the engine in accordance with RRD service information as a terminating action to these inspections. Since the FAA issued AD 2022-24-06, the manufacturer published updated service information and revised the engine maintenance manual (EMM) to provide instructions for an improved ultrasonic inspection method, which prompted this AD. This AD requires initial and repetitive visual inspections of certain LPC rotor (fan) disks and replacement of any LPC rotor (fan) disk with cracks detected and would allow modification of the engine as a terminating action to the inspections, 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.
2013-18-08: We are superseding airworthiness directive (AD) 2004-18-06 for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 series airplanes. AD 2004-18-06 required repetitive inspections to find fatigue cracking of certain upper and lower skin panels of the fuselage, and follow-on and corrective actions if necessary. AD 2004- 18-06 also included a terminating action for the repetitive inspections of certain modified or repaired areas only. This new AD adds new inspections for cracking of the fuselage skin along certain chem-milled lines, and corrective actions if necessary. This new AD also reduces certain thresholds and intervals required by AD 2004-18-06. This AD was prompted by new findings of vertical cracks along chem-milled steps adjacent to the butt joints. We are issuing this AD to detect and correct fatigue cracking of the skin panels, which could result in sudden fracture and failure of the skin panels of the fuselage, and consequent rapid decompression ofthe airplane.
58-08-05: 58-08-05 HAMILTON STANDARD: Applies to All 34E, 43E, and 43H Propellers Installed on TC18DA and TC18EA Series Engines. Compliance required at first propeller overhaul after October 1, 1958, but not later than May 1, 1959. Cases of propeller-engine overspeeds have resulted in instances of failure to feather, reversing when feathering was initiated, and in aircraft fires. In order to provide a means for limiting propeller overspeeding so that the possibility of catastrophic conditions developing will be greatly minimized, install the "RPM-Sensitive Hydraulic Pitch Lock". (Hamilton Standard Service Bulletins Nos. 387, 472, and 472A cover this same subject.)
2000-20-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Models 1900, 1900C, and 1900D airplanes. This AD requires you to modify the cockpit voice recorder (CVR) system. This AD is the result of instances where the recording quality of the CVR in the affected airplanes was so poor that the information was practically unrecoverable. The actions specified by this AD are intended to correct substandard quality cockpit voice recordings caused by the configuration of the present CVR system, which could affect air safety if important information that the CVR provides is not available after an accident. This information helps determine the probable cause of an accident and aids in developing necessary corrective action or design changes to prevent future accidents.
2000-20-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Turbomeca Arriel 1 series turboshaft engines. This action requires the installation of a chip detector with electronic warning on the rear bearing oil return system. This amendment is prompted by reports of gas generator rear bearing failures. The actions specified in this AD are intended to prevent gas generator rear bearing failure, which could lead to an uncommanded engine shutdown.