Results
2013-22-05: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. This AD was prompted by reports of airspeed mismatch between the pilot and co-pilot's airspeed indicators, which occurred during or after heavy rain. This AD requires, for certain airplanes, inspecting for drain bottles having certain part numbers, and replacing affected drain bottles. This AD requires, for certain other airplanes, replacing drain bottles. We are issuing this AD to prevent pitot static tubing from becoming blocked by water, which if not corrected, could lead to erroneous airspeed and altitude indications, and consequent loss of control of the airplane.
2013-22-08: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes. This AD was prompted by a report of a cracked pick-up bracket of the forward outboard pylon of the number 1 engine due to stress corrosion. This AD requires repetitive inspections and, depending on findings, repair of the pylon pick-up brackets. We are issuing this AD to detect and correct cracking of the pick-up bracket, which could result in the engine pylon separating from the wing, with consequent damage to the airplane and reduced controllability.
75-16-16: 75-16-16 ISRAEL AIRCRAFT INDUSTRIES, LTD: Amendment 39-2290. Applies to Israel Aircraft Industries Jet Commander Models 1121, 1121A and 1121B, and Westwind Model 1123 airplanes certificated in all categories having autopilot vertical reference component Collins P/N 332D-11/522-3985-001 or Collins P/N 332D-11A/792-6694-001 or both, installed in an unpressurized area. Compliance is required as indicated unless already accomplished. To prevent loss of attitude information and improper operation of the autopilot, accomplish the following: (a) Before further IFR or night flight, install a placard on the instrument panel in full view of the pilot to read, "Cross Check Attitude Indicators with Third Attitude Indicator to Detect Unflagged Failures". (b) Within the next 100 hours' time in service, after the effective date of this AD, modify the vertical reference (Collins P/N 332D-11/522-3985-001, or Collins P/N 332D-11A/ 792-6694-001), in accordance with Collins ServiceBulletin No. 9, dated May 1, l974, or an FAA-approved equivalent. (c) The placard required by paragraph (a) of this AD may be removed when the modification required by paragraph (b) has been accomplished. This amendment becomes effective August 12, 1975.
2000-22-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain International Aero Engines AG (IAE) V2500-A5 and -D5 series turbofan engines, identified by serial number. This amendment requires the removal of engines assembled with an improper High Pressure Turbine (HPT) module configuration from service prior to accumulating 5,100 or 7,600 cycles in the improper configuration, or at the next shop visit, depending on the type of improper HPT configuration, and restoration to type design. This amendment is prompted by reports of engines that do not conform to the engine type design, which could cause a Low Cycle Fatigue (LCF) life reduction of the HPT stage 1 disk. The actions specified by this AD are intended to restore engines to type design configuration and to prevent possible LCF failure of the HPT stage 1 disk, which could result in an uncontained engine failure and damage to the airplane.
2013-20-11: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a determination that oxygen generators installed on a certain batch of passenger emergency oxygen container assemblies might become detached by extreme pulling of the mask tube at the end of the oxygen supply causing a high temperature oxygen generator and mask to fall down. This AD requires modifying the passenger emergency oxygen container assembly. We are issuing this AD to prevent a high temperature oxygen generator and mask from falling down and possibly resulting in an ignition source in the passenger compartment, injury to passengers, and reduced availability of supplemental oxygen.
74-18-01: 74-18-01 MCDONNELL DOUGLAS: Amendment 39-1927 as amended by Amendment 39-2533. Applies to all Douglas Aircraft Company DC-10-10/-30/-40 Series airplanes which incorporate Douglas DC-10 Service Bulletin 21-68 or Service Change 1545 when inertial navigation systems are installed. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tWithin 300 additional hours time in service after the effective date of this AD, either \n\n\t(1)\tIncorporate in the FAA-approved Airplane Flight Manual, Documents MDC-J1010, MDC-J1030, MDC-J5830, MDC-J1040, and Appendix X of MDC-J1010, the following revision in Section I, Limitations, under the existing heading 'Cabin Pressurization': \n\n\t'For the inertial platform configured airplanes, temporary installation of wiring per Douglas Drawing WBP 9502 must be accomplished for planned unpressurized flight'; or \n\n\t(2)\tIncorporate other airplane flight manual revisions, and/or equipment modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-1927 became effective August 26, 1974. \n\n\tThis amendment 39-2533 becomes effective March 8, 1976.
52-04-01: 52-04-01: MARTIN: Applies to All Models 202 Aircraft. Compliance required not later than May 1, 1952. Provide adequate drain for throttling valve vent in the cabin heater fuel supply line.
2025-06-01: The FAA is adopting a new airworthiness directive (AD) for all Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. This AD was prompted by a design review that discovered software protection logic for potential large leaks from the engine bleed duct inside the engine core compartments was partially impaired. This AD requires revising the existing airplane flight manual (AFM) to incorporate the procedures for the flightcrew to manually isolate the opposite functional engine in the event of an engine bleed duct large leak condition, as specified in a Transport Canada AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2013-20-14: We are adopting a new airworthiness directive (AD) for certain the Boeing Company Model 747-400 and -400F series airplanes. This AD was prompted by a report of cracks on airplanes prior to line number 1308 in the forward and aft inner chords of the station (STA) 2598 bulkhead, and the bulkhead upper and lower webs. This AD requires, as applicable, repetitive high frequency eddy current (HFEC) and low frequency eddy current (LFEC) inspections for cracks in the splice fitting, support frame, forward and aft inner chords, floor support, bulkhead upper web on the upper left and right side of the bulkhead, and the bulkhead lower web on the lower left side of the bulkhead and repair if necessary; and repetitive post-repair inspections and repair if necessary. We are issuing this AD to detect and correct cracks in the splice fitting, support frame, floor support, forward and aft inner chords, and the bulkhead upper and lower webs of the STA 2598 bulkhead, which could adversely affectthe structural integrity of the airplane.
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.