Results
95-03-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires an inspection to determine the model and orientation of certain flight control rods, and replacement of the rods with modified rods, if necessary. This amendment is prompted by reports of corrosion found on the pitch and rudder trim and rudder travel limiter fail-safe rods. The actions specified by this AD are intended to prevent problems associated with corrosion of the flight control rods, which could compromise the required strength of these items.
48-19-03: 48-19-03\tDOUGLAS: Applies to DC-6 Serial Numbers 42854 Through 42896; 43000 Through 43024; 43035 Through 43052; 43055 Through 43058; 43061 Through 43064; and 43105 through 43110. \n\n\tCompliance required by September 15, 1958. \n\n\tDue to two failures in flight and to reported excessive looseness in the elevator trim tab operating mechanism, the following must be accomplished: \n\n\t1.\tRework drum, P/N 4344461 into drum, P/N 4357010-4, by boring hole in end of drum 0.8755-0.8745 diameter, 0.188-0.189 deep and concentric within 0.002 full indicator reading, and press in bushing 4357010-2 into hole. Remove nut, P/N 2335472, press in nut, P/N 2357008, in place so that two holes in nut match two holes in drum, P/N 4357010-4, and insert two pins, P/N 1335480, and stake in place. This rework changes jackshaft mechanism assembly, P/N 434460, into P/N 4357010. \n\n\t2.\tRework push-pull tubes, P/N 2344790, into P/N 2357984-2 by cutting off swaged end of tube 1/8 inch so that new tube lengthis 10 inches. Insert large end of plug, P/N 2357980, into tube 1 3/4 inches, drill two 0.161 diameter holes (No. 20 drill) and attach plug to tube with two rivets, P/N AN 430 AD5-16. Machine hex end on socket, P/N 2331924, and install in end of the tube opposite to plug, P/N 2357980. Rework end assemblies, P/N 2331925 into end assemblies, P/N 2357983, and install with locknuts, P/N AN 316-5R and washer 1357982. \n\n\tReassemble trim tab mechanism and install on aircraft. \n\n\t(Douglas Service Bulletin DC-6 No. 123 covers this same subject.)
2012-13-51: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP (Type Certificate previously held by Israel Aircraft Industries, Ltd.) Model Gulfstream G150 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires a one-time detailed or borescope inspection of the left- and right-hand inboard vent holes for debris or obstructions, and repair if necessary. This AD was prompted by a report indicating that an inboard vent tube hole was completely covered with sealant, which blocked airflow through the vent. Under these conditions, the rise of internal pressure during pressure fueling or due to thermal expansion is sufficient to damage the wing. We are issuing this AD to detect and correct compromised integrity of the wing structure.
2021-26-03: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the frame splice between certain stringers is subject to widespread fatigue damage (WFD). This AD requires an inspection of certain fuselage frame splices for existing repairs, repetitive inspections of certain fuselage frame splices for cracking, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2012-16-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318-112 and -121 airplanes; Model A319-111, -112, -115, - 132, and -133 airplanes; Model A320-214, -232, and -233 airplanes; and Model A321-211, -212, -213, and -231 airplanes. This AD was prompted by reports that some nuts installed on the wing, including on primary structural elements, were found cracked. This AD requires inspecting to determine if certain nuts are installed or cracked, and replacing the affected nuts if necessary. We are issuing this AD to detect and correct missing and cracked nuts, which could result in the structural integrity of the airplane wings being impaired.
50-18-02: 50-18-02 DOUGLAS: Applies to All Model DC-6 Aircraft Equipped With Hamilton Standard 43D60/6841A-O, 6851A-O, and 6873A-O Propeller Blades and R-2800-83AM4, R-2800-83A or CA Type Engines. \n\n\tTo have been accomplished by April 28, 1950. \n\n\tA recent propeller blade tip failure of a Hamilton Standard 43D60/6851A-O propeller on a DC-6 powered with R-2800-CA-15 engines probably resulted from a worn 4 1/2 order engine crankshaft torsional damper P/N 101169. Until further notice or until the engines are known definitely to comply with P&W Service Bulletin No. 1033 dated November 30, 1949, all DC-6 aircraft using Hamilton Standard 6841A-O, 6851A-O and 6873A-O blades and R-2800-83AM4 or CA type engines shall be placarded to avoid all operation between 1,800 and 1,975, between 2,025 and 2,175 and between 2,225 and 2,450 r.p.m. Only acceleration and deceleration through placarded ranges shall be permitted. For gross weights above 80,000 pounds, 2,450 r.p.m. is permissible for normal climb. For gross weights below 80,000 pounds, climbing r.p.m. between 2,450 and 2,600 permissible. For gross weights above 80,000 pounds avoid operation above 2,450 r.p.m. except for takeoff and emergencies. For R-2800-83A engine installations, operating restriction presently covered in Aircraft Specification A781, Note 5C (1) applicable and until further notice operation between 1,800 and 1,975 and between 2,025 and 2,175 shall be prohibited.
2004-13-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-301, -311, and -315 airplanes. This AD requires determining the modification number of the angle of attack (AOA) sensor vanes; testing the movement of the affected vanes to evaluate sticking against both the upper and the lower vane travel end stops; and corrective action, if necessary. This action is necessary to prevent an incorrect AOA indication to the stall warning system in flight, which could result in an inadvertent stall and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
98-26-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a one-time inspection to determine the material type of the stop support fittings of the main entry doors. This AD also requires repetitive visual inspections to detect cracks of certain stop support fittings of the main entry doors, and replacement of any cracked stop support fitting with a certain new stop support fitting. This amendment is prompted by reports that stress corrosion cracking was found on certain stop support fittings of the main entry doors. The actions specified by this AD are intended to detect and correct such stress corrosion cracking, which could lead to failure of the stop support fittings. Failure of the stop support fittings could result in loss of a main entry door and consequent rapid decompression of the airplane.
2021-25-05: The FAA is superseding Airworthiness Directive (AD) 2017-23- 02, which applied to certain The Boeing Company Model 737-200, -200C, - 300, -400, and -500 series airplanes. AD 2017-23-02 required repetitive inspections, replacement, and applicable on-condition actions for certain fuselage crown skin panels. This AD was prompted by an evaluation by the design approval holder indicating that the fuselage crown skin panels are subject to widespread fatigue damage. This AD retains the actions in AD 2017-23-02, revises certain airplane configurations and inspection locations, and adds airplanes to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
48-15-03: 48-15-03 DOUGLAS: Applies to C-54 and DC-4 Aircraft. \n\n\tCompliance required by November 1, 1948. \n\n\tBecause of service failures of hydraulic pressure regulator valves, the following must be accomplished: \n\n\t1.\t(a)\tModify Douglas hydraulic pressure regulator valve P/N 5104005, P/N 5231848, or P/N 5327293 to the equivalent of Douglas regulator P/N 5332857, or \n\n\t\t(b)\tConvert Douglas hydraulic pressure regulator valve P/N 5104005, P/N 5231848, or P/N 5327293 to Douglas regulator P/N 5332857, or \n\n\t\t(c)\tInstall Douglas hydraulic pressure regulator P/N 5332857, or \n\n\t\t(d)\tInstall Bendix hydraulic pressure regulator P/N 407484, or \n\n\t\t(e)\tInstall Air Associates hydraulic pressure regulator valve P/N HC-3600, or \n\n\t\t(f)\tInstall Vickers hydraulic pressure regulator valve P/N AA-34551, P/N AA-34552, or P/N AA-34585 which must have the letter "C" or subsequent terminating the regulator serial number, i.e., "Serial No. 0000C," "Serial No. 0000D," etc. \n\n\t2.\tInstall a hydraulic fluid filter with Purolator core in regulators listed in 1, (a) through (d). \n\n\t(Douglas Service Bulletin DC-4 No. 22, "Rework of Hydraulic Pressure Regulator Valve" with addendum, "Optional Installation of Hydraulic Pressure Regulators" covers part 1. Douglas Service Bulletin C-54-239, "Installation of Filter in Hydraulic Regulator Operating Line," covers part 2.)
96-12-09: This amendment adopts a new airworthiness directive (AD), applicable to PTC Seating Products Division, B/E Aerospace (PTC), formally known as PTC Aerospace, Model 950 series passenger seats with footrest assembly. This amendment will require the removal of the footrest assembly arms and the installation of a conversion kit on each PTC Model 950 series passenger seat equipped with footrest assembly. This amendment is prompted by two incidents of finger injuries that occurred during attempts to either extend or retract the footrest system on PTC Model 950 series passenger seats equipped with footrest assembly. The actions specified by this AD are intended to prevent injury to hands during the operation of a PTC Model 950 series passenger seat equipped with footrest assembly.
2004-13-13: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires a one-time inspection of the access door ramp of the fueling control panel for damage or deformation, and applicable corrective actions. This action is necessary to prevent inadvertent fuel transfer in flight due to fuel service personnel not repositioning the defuel valve switch control to the closed position after utilization on the ground, which could cause in-flight fuel starvation. This action is intended to address the identified unsafe condition.
2021-26-10: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, -400D, and -400F series airplanes. This AD was prompted by reports of burned Boeing Material Specification (BMS) 8-39 urethane foam, and a report from the airplane manufacturer that airplanes were assembled with seals throughout various areas of the airplane (including flight deck and cargo compartments) made of BMS 8-39 urethane foam, a material with fire- retardant properties that deteriorate with age. This AD requires replacing the system tube/wire seals made of BMS 8-39 urethane foam in certain areas of the airplane. The FAA is issuing this AD to address the unsafe condition on these products.
75-19-01: 75-19-01 ROCKWELL: Amendment 39-2356. Applies to Models 690, S/N 11000 and subsequent, 690A, S/N 11100 and subsequent, and 685, S/N 12000 and subsequent. Compliance required as indicated: A. Immediately upon receipt of this AD, limit flap speed and deflection as follows: FLAP SPEED FLAP DEFLECTION MODELS 104 Kts. 40 Degrees 690, 690A, 685 115 Kts. 35 Degrees 690, 690A, 685 128 Kts. 30 Degrees 690, 690A, 685 140 Kts. 27 Degrees 690, 690A, 685 156 Kts. 20 Degrees 690 156 Kts. 20 Degrees 685 180 Kts. 20 Degrees 690A B. Within 25 hours' time in service after the effective date of this AD, unless already accomplished. 1. Install a limitation placard, covering paragraph A, in accordance with Rockwell International Service Bulletin No. 156 dated June 27, 1975, Revision 1 dated July 3, 1975, or later approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, SouthwestRegion, Federal Aviation Administration, Fort Worth, Texas. 2. Inspect flap bracket P/N 510003-92 for cracks. a. If cracks are found, modify the flap bracket in accordance with Rockwell International Service Bulletin No. 157 dated July 16, 1975, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas, and install prior to further flight. A special flight permit pursuant to FAR 21.197 may be issued to allow ferrying of the aircraft to a facility where the required maintenance can be performed. Flaps should not be operated during ferry flight. Following modification, the placard required by paragraph B may then be removed and the limitations specified in paragraph A may be disregarded. b. If no cracks are found, continue to operate the aircraft in accordance with the limitations specified in paragraph A. Reinspect at intervals of 25 hours thereafter, and within the next 100 hours' time in service, accomplish the modification specified in paragraph B(2)(a). Upon installation of this modification, the placard required by paragraph B may be removed and the limitation specified in paragraph A may be disregarded. Amendment 39-2356 supersedes AD 75-15-01. This amendment becomes effective on receipt of an individual copy or on September 8, 1975, whichever occurs first.
2004-13-20: This amendment adopts a new airworthiness directive (AD), applicable to aircraft equipped with Garmin AT, Apollo GX series GPS navigation units with software versions 3.0 through 3.4 inclusive, that requires modification and testing of the software for Apollo GX50/55/ 60/65 TSO-C129a GPS navigation units; and reidentification of the part. This action is necessary to prevent the GPS navigation unit, under certain conditions, from providing erroneous cross-deviation information, which could result in the aircraft deviating from its intended course for a brief period of time. Erroneous information may also place an excessive workload on the flightcrew while they monitor other available navigation data to avoid deviating off course. This action is intended to address the identified unsafe condition.
2021-26-29: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model AW169 helicopters. This AD was prompted by a report of a broken adjustable device that is part of the pilot and co- pilot yaw pedal assemblies. This AD requires modification of certain pilot and co-pilot yaw pedal assemblies with an improved design and re- identification of affected parts, 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.
2022-02-01: The FAA is adopting a new airworthiness directive (AD) for certain Sikorsky Aircraft Corporation Model S-92A helicopters. This AD was prompted by a cracked main rotor stationary swashplate assembly (swashplate assembly). This AD requires visually inspecting the swashplate assembly at specified intervals and depending on the results, removing the swashplate assembly from service. The FAA is issuing this AD to address the unsafe condition on these products.
48-17-04: 48-17-04 DOUGLAS: Applies to All DC-4 and C-54 Aircraft Equipped With Pesco Vacuum Pumps and Separators. \n\n\tTo be accomplished not later than the date established in accordance with the provisions of special Civil Air Regulation Serial Number SR-329, or any subsequent regulation affecting this compliance date. \n\n\tIn case of malfunctioning of vacuum pumps or other vacuum pump system components, fire can occur within the lines and burn through the hose connections into the engine compartment. To prevent such occurrences a hose liner must be installed between the exhaust port vacuum pump fittings and the separator line or a stainless steel flexible hose must be installed between the pump and the separator. \n\n\t(Douglas Service Bulletin DC-4 No. 85 as revised March 10, 1948, covers this same subject.)
47-10-36: 47-10-36 LOCKHEED: (Was Service Note 7 of AD-763-3.) Applies to All Model 49 Serial Numbers Up to and Including 2088. Between the edges of the inboard and outboard nacelle attach angles, the rivets used to attach the leading edge lower skin to the front beam should be inspected for looseness at periods not to exceed 200 hours of operation. When loose rivets are found the following corrective action should be taken: Add stiffener to lower surface of leading edge skin between Stations 287 and 299, install 5/32-inch rivets in place of existing 1/8-inch rivets used to attach lower leading edge skin to front beam between Station 287 and outboard nacelle, and install six 10-32 screws in place of six rivets in this same rivet line (two each at Stations 263, 287, and 312). After this rework has been accomplished, no further periodic inspections will be required. (LAC Service Instruction 49/SI-121 covers this wing leading edge reinforcement and rivet replacement.)
98-25-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that requires repetitive inspections to detect cracking of the honeycomb core of the acoustic panels in the engine inlet, and repair, if necessary. This amendment also requires eventual replacement of the existing engine inlet with a new or serviceable inlet, which, when accomplished, terminates the repetitive inspections. This amendment is prompted by reports of cracking of the honeycomb core of the acoustic panels in the engine inlet, and incidents of pieces of the panels breaking off and being ingested into the engine. The actions specified by this AD are intended to detect and correct cracking of the honeycomb core of the acoustic panels in the engine inlet, which could result in reduced structural integrity of the engine inlet, and consequent engine shutdown or surge; or, in the event of a fan blade failure, separation of the inlet from the engine.
49-12-02: 49-12-02 NAVION: Applies to All Airplanes Equipped With Romec Engine-Driven Fuel Pumps. To be accomplished as soon as possible, but not later than May 1, 1949. On some of the Romec fuel pumps, a 1/16-inch hole has been drilled through the 1/8-inch pipe plug which closes the vent opening at the top of the pump. This is a fire hazard since, in the event of pump seal failure, fuel could squirt from this hole into the generator which is directly above the fuel pump, and into the engine compartment. It is therefore required that all drilled vent plugs be replaced by undrilled plugs. The Ryan factory has accomplished this change in production, starting with airplane Serial Number 1823. Undrilled vent plugs are being painted with zinc chromate primer at the Ryan factory.
2022-01-09: The FAA is adopting a new airworthiness directive (AD) for certain Stemme AG Model Stemme S 10-VT and Stemme S 12 gliders. 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 identifies the unsafe condition as unintended slipping of the freewheel clutch with overheating (burnishing) of the friction pads inside of the clutch. This AD requires removing the affected freewheel clutch from service. The FAA is issuing this AD to address the unsafe condition on these products.
46-23-04: 46-23-04 GLOBE: (Was Mandatory Note 1 of AD-766-5.) Applies to Models GC-1A, GC-1B Aircraft Serial Numbers 33 to 54 Inclusive, Plus 54, 56, 57, 58, 60, 61, and 64. Due to an inadvertent error in the manufacture of these airplanes, the following reinforcement of the rivet seam attaching the upper skin of the outer wing panels to the main spar is to be accomplished as follows. In lieu of immediate accomplishment, the maximum weight may be reduced from 1,570 pounds to 1,490 pounds. This may require elimination of the baggage allowance. In any case, the reinforcement outlined below must be accomplished not later than September 1, 1946. After completion of the reinforcement, the placard may be removed and the weight increased to the maximum specified in the Aircraft Specification. In the length of the seam from 1 1/2-inches to 4 3/4-inches outboard of the outer panel attachment bolt, the number of rivets should be increased to not less than five. Since the heads of the bolt through the end fitting of the spar cause interference at the originally intended spacing, the rivets may be spaced unequally, but the minimum spacing may not be less than 3/8-inch. In the length of the seam from 4 3/4-inches to 11 1/2-inches outboard of the outer panel attachment bolt, sufficient rivets should be added to make the spacing approximately 3/8-inch. The added rivets may be either Cherry CR163-4-10 or AN 456-AD4. (Globe Customer Service Maintenance Bulletin No. 1 covers this same subject.)
46-49-01: 46-49-01 ERCO: (Was Mandatory Note 10 of AD-718-6.) Applies to All 415 Series Airplanes Equipped With Magnesium Die Cast Nose Wheel, Casting No. 34206. Compliance required prior to February 1, 1947. Due to an increasing number of failures of the Magnesium Die Cast Nose Wheel (which bears the number 34206 in raised letters), it appears essential that this wheel be replaced by a Permanent Mold Aluminum Alloy Nose Wheel (casting No. 34204) which the manufacturer is making available to all distributors and dealers. The replacement wheel, tire, and tube should be statically and dynamically balanced before use. Care should be exercised in removing the old nose wheel to avoid damaging the axle, oleo, and supporting structure. (Ercoupe Service Department Bulletin No. 16 dated October 28, 1946, covers this same subject in greater detail.)
2021-26-15: The FAA is adopting a new airworthiness directive (AD) for certain km, Vulcanair S.p.A. Model P.68C, P.68C-TC, P.68 ''OBSERVER,'' P.68 OBSERVER 2, P.68R, and P.68TC OBSERVER airplanes. This AD was prompted by mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as a damaged stabilator trim control cable. This AD requires inspecting the stabilator trim control cables and replacing if necessary. This AD also requires reporting the results of each inspection to Vulcanair S.p.A. The FAA is issuing this AD to address the unsafe condition on these products.