Results
2006-12-20: The FAA is adopting a new airworthiness directive (AD) for all Raytheon Model BAe.125 series 800A (including variants C-29A and U- 125), 800B, 1000A, and 1000B airplanes and Model Hawker 800 (including variant U-125A) and 1000 airplanes; and for certain Raytheon Model HS.125 series 700A and 700B airplanes and Model Hawker 800XP airplanes. This AD requires measuring the resistance of the current limiters for the PE, PS1, and PS2 busses, and replacing a current limiter with a new part if necessary. This AD also requires reporting certain information to the airplane manufacturer. This AD allows a records review for determining if suspect current limiters were installed, which may exempt airplanes from the required measurement. This AD results from reports that certain current limiters have opened within two to four hours after installation. We are issuing this AD to prevent loss of all primary electrical power, which could result in the airplane operating only under emergency power.
2018-11-16: We are adopting a new airworthiness directive (AD) for certain Engine Alliance (EA) GP7270, GP7272, and GP7277 turbofan engines. This AD requires a one-time eddy current inspection (ECI) of the engine fan hub blade slot bottom and blade slot front edge for cracks, a visual inspection of the engine fan hub for damage, and removal of parts if damage or defects are found that are outside serviceable limits. This AD was prompted by an uncontained failure of the engine fan hub. We are issuing this AD to address the unsafe condition on these products.
2018-13-02: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney Division (PW) PW4052, PW4056, PW4060, PW4062, PW4062A, PW4152, PW4156A, PW4158, PW4460, and PW4462 turbofan engine models, including engines identified with suffixes -1C, -1E, -3, -3A, or -3B. This AD was prompted by the discovery of multiple cracked 4th stage low-pressure turbine (LPT) air seals in the fleet. This AD requires removal from service of certain 4th stage LPT air seals. We are issuing this AD to address the unsafe condition on these products.
95-16-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model BAe ATP airplanes. This action requires modification of the electrical connections at the switches of the scavenge oil filter and pressure oil filter. This amendment is prompted by reports indicating that the electrical connections were miswired at the switches of the scavenge oil filter and pressure oil filter. The actions specified in this AD are intended to prevent the circulation of unfiltered oil through the engine without warning to the flightcrew, due to miswiring of electrical connections. Unfiltered oil containing contaminants could lead to a precautionary shutdown of the engine.
2018-09-04: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Models G-IV and GIV-X airplanes. This AD was prompted by the potential for fatigue cracks developing in the main landing gear actuator attachment fitting that had a certain repair incorporated. This AD requires incorporating new revisions into the Instructions for Continued Airworthiness of the Limitations section of the FAA-approved maintenance program (e.g., maintenance manual) that establish an inspection cycle for the repaired MLG side brace actuator fittings. We are issuing this AD to address the unsafe condition on these products.
2006-12-22: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A319, A320, and A321 airplanes. This AD requires a detailed inspection for cracks and marks on the carbon blades of the ram air turbine (RAT), and replacement of the RAT with a new or serviceable RAT if necessary. This AD results from a report of three chord-wise cracks on the aft side of one carbon blade of a certain RAT. We are issuing this AD to detect and correct cracks and/or marks on the RAT carbon blades, which could result in reduced structural integrity of the carbon blade, and consequent loss of the RAT as a source of hydraulic and electrical power in an emergency.
67-21-02: 67-21-02 PILATUS: Amdt. No. 39-443, Part 39, Federal Register July 14, 1967. Applies to all Models PC-6 Airplanes, Serial Numbers to 620. Compliance required as indicated. To detect cracks of the elevator attachment bracket, Part No. 6300.11, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, visually inspect the elevator attachment, P/N 6300.11, for cracks between the welded seams. (b) If cracks are detected during the inspection required by paragraph (a), before further flight either replace the defective part with a new or used uncracked part of the same part number or modify the part in accordance with Pilatus Service Bulletin No. 67 or later Swiss Federal Air Office-approved issue, or an FAA-approved equivalent. (c) The repetitiveinspections required by paragraph (a) of this AD may be discontinued after the elevator attachment bracket is modified in accordance with Pilatus Service Bulletin No. 67 or later Swiss Federal Air Office-approved issue, or an FAA-approved equivalent. This amendment effective August 13, 1967.
69-08-07: 69-08-07 LOCKHEED: Amdt. 39-752. Applies to Model L-188 Series airplanes. Compliance required within the next 400 hours' time in service after the effective date of this AD, unless previously accomplished. To detect cracks in the lower wing surfaces of Electra aircraft, accomplish the following: (1) Visually inspect the lower wing plank surfaces and areas around fasteners, including planks one through eight between W.S. 157 and W.S. 219 in accordance with the procedure outlined in Paragraphs A through E of FAA approved Lockheed Service Bulletin 88/SB- 669, or later FAA approved revisions. (2) If cracks exist, appropriate repair must be accomplished before further flight in accordance with Paragraph F of FAA approved Lockheed Service Bulletin 88/SB-669, or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. (3) Report all results of this inspection whether accomplished before or after the effective date of this AD, to the Chief,Aircraft Engineering Division, FAA Western Region. Reports must include crack locations and length, if any, aircraft serial number, and accumulated hours' time in service. The data received in the required reports will form the basis for any further AD action that may be required. (Reporting approved by the bureau of the Budged under BOB No. 04-R0174.) Airplanes with cracks may be flown in accordance with special flight permits issued pursuant to FAR 21.197 to a base where repair can be accomplished. This amendment becomes effective on April 17, 1969.
2006-12-21: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100) airplanes. That AD currently requires revising the airplane flight manual (AFM) to provide the flightcrew with revised procedures for checking the flap system. The existing AD also requires revising the maintenance program to provide procedures for checking the flap system, and performing follow-on actions, if necessary. This new AD requires installing new flap actuators, a new or retrofitted air data computer, a new skew detection system, and new airspeed limitation placards; and revising the AFM to include revised maximum allowable speeds for flight with the flaps extended, and a new skew detection system/crosswind-related limitation for take-off flap selection. This AD results from a number of cases of flap system failure that resulted in a twisted outboard flap panel. We are issuing this AD to prevent an unannunciated failure of the flap system, which could result in a flap asymmetry and consequent reduced controllability of the airplane.
2006-12-13: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 and A300-600 series airplanes. That AD currently requires repetitive inspections to detect cracks in Gear Rib 5 of the main landing gear (MLG) attachment fittings at the lower flange, and repair, if necessary. That AD also requires modification of Gear Rib 5 of the MLG attachment fittings, which constitutes terminating action for the repetitive inspections. This new AD requires new repetitive inspections at reduced compliance times. This new AD also requires new repetitive inspections of certain areas of the attachment fittings that were repaired in accordance with the actions specified in the existing AD. This AD results from new service information that was issued by the manufacturer and mandated by the French airworthiness authority. We are issuing this AD to prevent fatigue cracking of the MLG attachment fittings, which could result in reduced structural integrity ofthe airplane. DATES: This AD becomes effective July 18, 2006. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of July 18, 2006. The Director of the Federal Register approved the incorporation by reference of certain publications, as listed in the AD, on April 12, 2000 (65 FR 12077, March 8, 2000). The Director of the Federal Register approved the incorporation by reference of certain other publications, as listed in the AD, on October 20, 1999 (64 FR 49966, September 15, 1999).
2018-12-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by a report of an in-service reliability issue of a latent flow sensor failure combined with single cabin air compressor (CAC) operation. This condition resulted in reduced airflow which led to a persistent single CAC surge condition that caused overheat damage to the CAC inlet. This AD requires installing new pack control unit (PCU) software for the cabin air conditioning and temperature control system (CACTCS) and new CAC outlet pressure sensor J-tube hardware, and doing related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
69-21-01: 69-21-01 HUGHES: Amdt. 39-859. Applies to Model 269 and 369H series helicopters with Hughes P/N 269A6027 or 369A5400 tail rotor transmission installed. Compliance required prior to further flight unless already accomplished. To prevent loss of tail rotor power due to possible failure of the input pinion shaft (a part of the 369A5425 gear shaft assembly) of certain tail rotor transmissions accomplish the following: Prior to further flight, determine if the serial number of the transmission gearbox installed is one of those listed in Hughes Service Information Notice, No. N-71, dated September 24, 1969 or later FAA approved revisions (all 269 series), or Hughes Service Information Notice No. HN-1, dated September 24, 1969, or later FAA approved revisions (all Model 369H series). If the gearbox is listed, and if the total time in service of the gearbox is in excess of 90 hours, replace the gearbox before the next flight with a gearbox marked with "M" on the tail rotortransmission identification plate or a serial number not listed in the Hughes Notices. For those gearboxes listed with less than 90 hours total time in service, replace the gearbox before 90 hours total time in service. If the tail rotor gearboxes are in spares inventory and within the listed serial numbers, they must not be installed on any aircraft. NOTE: The tail rotor transmission identification plate will be stamped with the letter "M" following the serial number to indicate installation of a satisfactory input pinoin shaft. Hughes Service Information Notice N-71 dated September 24, 1969, or later FAA approved revisions and HN-1 dated September 24, 1969 or later FAA approved revisions cover same subject. This amendment becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated September 26, 1969.
2006-12-17: The FAA is superseding an existing airworthiness directive (AD) which applies to all Boeing Model 737-200C series airplanes. That AD currently requires a one-time external detailed inspection for cracking of the fuselage skin in the lower lobe cargo compartment; repetitive internal detailed inspections for cracking of the frames in the lower lobe cargo compartment; repair of cracked parts; and terminating action for the repetitive internal detailed inspections. This new AD restates the requirements of the existing AD and adds a requirement to perform repetitive detailed inspections of the body station (BS) 360 and BS 500 fuselage frames, after accomplishing the terminating action, and repair if necessary. This AD results from multiple reports that the existing AD is not fully effective in preventing cracks in the BS 360 and BS 500 fuselage frames. We are issuing this AD to detect and correct cracking of the fuselage frames from BS 360 to BS 500B, which could lead to loss of the cargo door during flight and consequent rapid decompression of the airplane.
72-01-02: 72-01-02 BEECH: Amdt. 39-1371. Applies to following airplanes: MODELS SERIAL NUMBERS AFFECTED 95-55 TC-1 thru TC-190 95-A55 TC-191 thru TC-501 (except TC-350 & TC-371) 95-B55 and 95-B55A TC-371, TC-520 thru TC-1409 95-B55B TF-1 thru TF-70 95-C55 and 95-C55A TC-350, TE-1 thru TE-451 D55 and D55A TE-452 thru TE-767 E55 and E55A TE-768 thru TE-846 58 and 58A TH-1 thru TH-173 Compliance: Required as indicated, unless already accomplished. To prevent engine damage from loss of lubricant due to accidental opening of oil sump drains by age stiffened plastic drain hoses, within 25 hours' time in service after the effective date of this AD, accomplish the following: Remove the oil drain tubes from the sump drain valves. Beechcraft Service Instructions No. 0473-241 pertains to this same subject. This amendment becomes effective January 5, 1972.
2000-05-12: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Rolls-Royce plc RB211-524 series turbofan engines. This action requires initial and repetitive ultrasonic inspections for cracks in fan blade dovetail roots, and, if necessary, replacement with serviceable parts. This action also provides the options of installing improved design fan blades or reworking current fan blades to the improved configuration as terminating action for the inspections. This amendment is prompted by reports of fan blade failures due to dovetail root cracks. The actions specified in this AD are intended to prevent possible multiple fan blade failures, which could result in an uncontained engine failure and damage to the aircraft.
2000-05-17: This amendment supersedes an existing airworthiness directive (AD), applicable to Eurocopter France Model EC 120B helicopters, that currently requires, at specified time intervals, inspecting the engine coupling tube for cracks and replacing any cracked engine coupling tube with an airworthy engine coupling tube. This amendment requires, at specified time intervals, visually inspecting and dye-penetrant inspecting the coupling tube for any crack and replacing any cracked coupling tube with a reinforced, airworthy coupling tube. Replacing all coupling tubes and certain engine support fitting components is required on or before March 31, 2000. This amendment is prompted by the discovery of cracks in several coupling tubes. The actions specified by this AD are intended to prevent coupling failure, loss of engine drive, and a subsequent forced landing.
72-02-01: 72-02-01 CESSNA: Amendment 39-1379. Applies to Models 411, 411A, 421, 421A and 421B (up to and including Serial Number 421B0147) airplanes. Compliance: Required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished: To prevent possible propeller separation in flight as a result of rough engine operation, accomplish the following: A) Check the torque on the propeller attachment nuts by applying 80 to 85 ft. lbs. torque. Nuts which do not move when the proper torque is applied should not be further tightened. If any nuts are found loose (70 Ft. lbs. torque or less), complete the detailed inspection required by Cessna Service Letter ME71-16 Supplement No. 2, dated January 7, 1972. (See Note) NOTE: A special adapter, Cessna P/N 5090006-5 for Hartzell propellers or P/N 5090006-9 for McCauley propellers, or equivalent, is required to accomplish the above torque check. B) Modify the engine tachometer by incorporating a yellow arc restricting continuous engine operation for Models 411 and 411A airplanes between 2100 and 2350 rpm, and for Models 421, 421A and 421B airplanes between 1950 and 2225 rpm. C) Install appropriate operational placard on the engine tachometer with the following wording: "AVOID CONTINUOUS OPERATION IN YELLOW ARC" D) Replace existing Airplane Flight Manual pages with the following FAA/DOA approved revised Airplane Flight Manual pages, or later FAA/DOA approved revision, as appropriate: 1. Model 411 - Revision No. 12 dated December 7, 1971. 2. Model 411A - Revision No. 4 dated December 7, 1971. 3. Model 421 - Revision No. 8 dated December 8, 1971. 4. Model 421A - Revision No. 4 dated December 8, 1971. 5. Model 421B (Serial Numbers 421B001 through 421B0147) - Revision No. 4 dated December 1, 1971. E) Equivalent methods of compliance with this AD must be approved by Chief, Engineering and Manufacturing Branch, FAA, CentralRegion. Cessna Service Letter ME71-16 Supplement No. 2 dated January 7, 1972, pertains to this subject. NOTE: This does not preclude continued recheck of propeller attach bolt as required by FAR 91 and specified for each 100 hours' time in service per Cessna Service Instructions. This amendment becomes effective January 18, 1972.
2020-24-01: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. Model PC-24 airplanes. 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 overheating of the electrical wiring splices close to the right-hand pitot-static connector on frame 10. The FAA is issuing this AD to address the unsafe condition on these products.
2020-24-02: The FAA is superseding Airworthiness Directive (AD) 2018-23- 51, which applied to all The Boeing Company Model 737-8 and 737-9 (737 MAX) airplanes. AD 2018-23-51 required revising certificate limitations and operating procedures of the Airplane Flight Manual (AFM) to provide the flightcrew with runaway horizontal stabilizer trim procedures to follow under certain conditions. This AD requires installing new flight control computer (FCC) software, revising the existing AFM to incorporate new and revised flightcrew procedures, installing new MAX display system (MDS) software, changing the horizontal stabilizer trim wire routing installations, completing an angle of attack (AOA) sensor system test, and performing an operational readiness flight. This AD also applies to a narrower set of airplanes than the superseded AD, and only allows operation (dispatch) of an airplane with certain inoperative systems if specific, more restrictive, provisions are incorporated into the operator'sexisting FAA-approved minimum equipment list (MEL). This AD was prompted by the potential for a single erroneously high AOA sensor input received by the flight control system to result in repeated airplane nose-down trim of the horizontal stabilizer. The FAA is issuing this AD to address the unsafe condition on these products.
2006-12-15: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires repetitive inspections for cracks of the first fuel access panel outboard of the nacelle on the left- and right-hand wings, and related investigative/corrective actions if necessary. This AD also requires eventual replacement of each access panel with a new access panel having a new part number. The replacement terminates the repetitive inspection requirements. This AD results from reports of cracks of the fuel access panels. We are issuing this AD to detect and correct cracked fuel access panels, which could lead to arcing and ignition of fuel vapor during a lightning strike, and result in fuel tank explosions and consequent loss of the airplane.
2006-12-14: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-120, -120ER, -120FC, -120QC, and -120RT airplanes. This AD requires replacing the shut-off and crossbleed valves of the bleed air system with new valves having hermetically sealed switches. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent a potential source of ignition near a fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2006-12-12: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-100 and -200 series airplanes. That AD currently requires repetitive inspections for cracking of the station 800 frame assembly, and repair if necessary. This new AD retains the repetitive inspection requirements of the existing AD, but expands the area to be inspected. This AD also reduces the initial inspection threshold, removes the adjustment of the compliance threshold and repetitive interval based on cabin differential pressure, and adds airplanes to the applicability. This AD results from several reports of cracks of the station 800 frame assembly on airplanes that had accumulated fewer total flight cycles than the initial inspection threshold in the existing AD. We are issuing this AD to detect and correct fatigue cracks that could extend and fully sever the frame, which could result in development of skin cracks that could lead to rapid depressurization of the airplane.
2018-11-12: We are adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that Belleville washers installed on the shimmy damper of the main landing gear (MLG) may fail due to fatigue. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a repetitive task specified in the maintenance review board (MRB) report. We are issuing this AD to address the unsafe condition on these products.
2000-05-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires repetitive inspections to detect cracking of the fuselage skin in the area of the VHF2 antenna, and repair, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. 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 detect and correct such cracking, which could result in cabin depressurization of the airplane.
58-04-02: 58-04-02 HARTZELL: Applies to All HC-93Z20-2C and -2B Propellers. The -2C Propellers Are Installed on All Beech E50 and F50 Aircraft, and -2B Propellers Are Installed on Some Cessna T-50 With Lycoming R-680 Engines and on Mansdorf Conversion of Grumman G- 44 With Lycoming R-680 Engines (STC SA4-2). Compliance required prior to next flight for propellers with hub Serial Numbers 100A through 361A and above. The recent failure of an A-1307 split ring, which the records show had less than 180 hours' operating time, permitted the propeller blade to leave the hub. In order to minimize the possibility of the occurrence of this type of serious failure, the present split ring must be replaced with a strengthened split ring. Accordingly, replace A-1307 split ring with A-1331 split ring. This also requires replacing A-1303 bearing with A-1303A bearing. Modified propellers should be stamped HC-93Z20-2B1 or -2C1. New propellers so stamped will incorporate modified split rings and bearings. (Hartzell Service Bulletin No. 55 covers this same subject.)