Results
2001-09-16: This amendment adopts a new airworthiness directive (AD) that applies to certain Eagle Aircraft Pty. Ltd. (Eagle) Model 150B airplanes. This AD requires you to inspect the rudder cables for fraying, broken strands, etc. (referred to as damage), and replace any damaged cables. This AD also requires you to replace the rudder cable pulleys with larger diameter pulleys to eliminate the possibility of further damage. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. The actions specified by this AD are intended to detect and correct damaged rudder cables caused by chafing of the cable against the pulleys. Continued airplane operation with damaged cables could result in rudder cable system failure with possible loss of airplane control.
97-10-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires a one-time inspection to detect riding, chafing, or damage of the wire bundles adjacent to the disconnect panel bracket of the observer's station. This amendment also requires repair or replacement of damaged wires with new or serviceable wires; installation of anti-chafing sleeving on the wire bundles, if necessary; and installation of grommet along the entire upper aft edge of the disconnect panel bracket. This amendment is prompted by a report indicating that the circuit breakers tripped on a Model MD-11 series airplane due to inflight arcing behind the avionics circuit breaker panel as a result of chafing of the wire bundles adjacent to the disconnect panel bracket assembly. The actions specified by this AD are intended to detect and correct such chafing, which could result in a fire in the wire bundles and smoke in the cockpit.
97-09-14: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires an inspection of reworked aileron/elevator power control units (PCU's) and rudder PCU's to determine if reworked PCU manifold cylinder bores containing chrome plating are installed, and replacement of the cylinder bores with bores that have been reworked using the oversize method or the steel sleeve method, if necessary. This amendment is prompted by a review of the design of the flight control systems on Model 737 series airplanes. The actions specified by this AD are intended to prevent a reduced rate of movement of the elevator, aileron, or rudder due to contamination of hydraulic fluid from chrome plating chips; such reduced rate of movement, if not corrected, could result in reduced controllability of the airplane.
2024-12-06: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-401 and - 402 airplanes. This AD was prompted by reports of moisture in the wing- to-fuselage joint, between the mating front spar and rear spar frame segments. This AD requires a visual inspection of the fuselage front and rear spar frames, an ultrasonic test if applicable, other specified actions, and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
56-27-01: 56-27-01 CONVAIR: Applies to All Models 340 and 440 Aircraft. Compliance required as noted below. A report has been received concerning the failure of the elevator servo tab rod on a version of the Model 340 aircraft. Since the tabs on the subject model aircraft are unbalanced, a serious flutter condition resulted and a critical accident was narrowly avoided. In view of the fact that the tab rods and tab rod ends on the subject models aircraft are identical in design, hence susceptible to a similar type of failure, the following inspections and tab rod replacements or equivalent measures are required. Compliance required at every 110 hours of operation or regular scheduled inspection closest thereto. 1. (a) Inspect the tab rods and rod ends on the elevator, for looseness in the rivets which attach the rod ends to the rods, and for any relative movement between the rod and the rod ends. Parts which exhibit these defects shall be replaced with satisfactory parts. Upon completion of the tab rod replacement program or equivalent noted in items 2 (a), and 2 (b) below, this 110-hour inspection may be discontinued. Compliance required not later than November 30, 1957. 2. (a) Model 340 replacement of all elevator tab rods with improved, heavier rods and rod ends, and replacement of the right-hand elevator tab idler link with symmetrical idler link. (Convair Service Bulletin Nos. 340-207 and 340-150A cover this same subject.) 2. (b) Model 440 replacement of the right-hand elevator tab rods and tab rod ends with improved heavier tab rods and tab rod ends. (Convair Service Bulletin No. 440-27A covers this same subject.)
2024-13-04: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by a determination that non-conforming washers may have been installed in production on engine 1 and 3 forward yokes. This AD requires a one-time inspection for non-conforming washers and, depending on findings, related investigative and corrective actions, 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.
72-25-07: 72-25-07 MCCAULEY: Amdt. 39-1573. Applies to the two-bladed constant speed series propeller Models E2A34C64(-)/90AT-8 and E2A34C73(-)/90AT-8 with the following blades and hubs installed on but not limited to the Cessna P206, A, B, C, D, E, and Cessna 210E, F, G, H, J, K, and L aircraft with Continental IO-520 series (normally aspirated) engines. TABLE I - BLADE SERIAL NUMBERS All Model 90AT-8 propeller blades with serial numbers not ending with suffix letter "S" (Example: C238479Y is affected while C238479YS would not be affected). TABLE II - HUBS MODELS AND SERIAL NUMBERS Serial Numbers 64000 thru 699999 for the following hubs: E2A34C64 E2A34C73-A E2A34C64-A E2A34C73-J E2A34C73 E2A34C73-K Compliance required as indicated, unless already accomplished. To prevent possible blade and hub failures, accomplish the following: a) Propellers with 775 or more total hours in service, must be reworked or replaced in accordance with paragraphs (d), and (e)or (f) as applicable within the next 25 hours in service after the effective date of this AD. b) Propellers with less than 775 total hours in service must be reworked or replaced in accordance with paragraphs (d), and (e) or (f) as applicable prior to the accumulation of 800 total hours in service. c) Propellers whose total hours in service are unknown will be assumed to have a total of 775 hours minimum and thus fall within the requirements for rework or replacement in accordance with paragraph (a). d) Rework affected propeller blades in accordance with McCauley Service Bulletin 100 dated October 30, 1972, or replace with Model 90AT-8 blades to which this AD does not apply. e) Rework affected Model E2A34C73(-) hubs in accordance with McCauley Service Bulletin 100 dated October 30, 1972, or replace with Model E2A34C73(-) hubs to which this AD does not apply. f) Replace affected Model E2A34C64(-) hubs with Models E2A34C73(-) hubs to which this AD does not apply, or which have been reworked in accordance with McCauley Service Bulletin No. 100 dated October 30, 1972. (The spinner shell and bulkhead must be replaced when converting from the E2A34C64(-) to the E2A34C73(-) Model. A kit, Cessna P/N SK-210-45, is available for this purpose from the airplane manufacturer.) (McCauley Bulletins No. 81 dated March 9, 1970, No. 87 dated November 6, 1970, No. 87-1 dated November 25, 1970, No. 87-2 dated April 21, 1971, No. 88 dated November 6, 1970, McCauley Service Manual 720415 and Cessna Service Letter No. 65-68 dated July 13, 1965, also pertains to this subject.) This amendment becomes effective December 13, 1972.
2005-09-01: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Model 750 airplanes. The AD requires repetitive inspections for clearance and chafing of an auxiliary power unit (APU) fuel tube assembly in the tail cone area of the airplane, and corrective actions if necessary. For certain airplanes, this AD also requires replacing the APU fuel line. This AD is prompted by reports of chafed APU fuel tubes leaking into the tail cone area due to interference between the fuel tube assembly and elevator flight control cables, hydraulic lines, and high-temperature bleed air couplings. We are issuing this AD to detect and correct this interference, which could result in chafing, fuel leaking into an area where ignition sources are present, and possible fire in an area without fire detection or extinguishing provisions.
2024-12-02: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by production flight test findings of several oxygen masks disconnected from their accompanying portable oxygen bottles. This AD requires inspecting the portable oxygen bottles and reconnecting the masks to the accompanying portable oxygen bottles if not connected, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
75-17-13: 75-17-13 MESSERSCHMITT-BOLKOW-BLOHM.: Amendment 39-2315. Applies to Messerschmitt-Bolkow-Blohm (MBB) Models BO-105A and BO-105C helicopters, certificated in all categories, incorporating tail rotor blade P/N 105-31742, Serial Numbers 548 and lower. Compliance is required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished in accordance with MBB BO-105 Service Bulletin No. 30-8. To prevent failure of the tail rotor blade tip cap, inspect tail rotor blades for condition, modify as prescribed, and return to service, in accordance with paragraph 2 of MBB BO-105 Service Bulletin No. 30-8, dated July 5, 1974, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. This amendment becomes effective August 18, 1975.
67-23-01: 67-23-01 AERO COMMANDER: Amdt. 39-457, Part 39, Federal Register August 5, 1967. Applies to Aero Commander (Meyers) Model 200 Series Airplanes, Serial Numbers 255, 256, 260, 262, 263, 268, 272, 273, 275, 276, 277, 278, 279, 281, 282, 286, 287, 288, 289, 290, 291, 296, 306, 308, 309, 328, 329, 331, 338, and 353. Compliance required within the next 25 hours' time in service after effective date of this AD unless already accomplished. To detect improper rigging of the main landing gear emergency extension and down lock mechanism, accomplish the following: Inspect and adjust each main landing gear in accordance with Aero Commander, Albany Division, Service Bulletin 2004, dated February 10, 1967, or later FAA approved revision, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment effective August 15, 1967.
2005-08-15: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 707 airplanes and Model 720 and 720B series airplanes. That AD currently requires a preventive modification of the front spar fitting on the outboard engine nacelle. This new AD removes the requirement to do this preventive modification, and requires repetitive inspections for cracking of the front spar fitting of the inboard and outboard nacelle struts, and replacement of any cracked fitting with a new fitting. This AD also applies to more airplanes. This AD is prompted by a report indicating that a crack was found in a front spar fitting that had been replaced as part of the modification required by the existing AD. We are issuing this AD to detect and correct this cracking, which could result in reduced structural integrity of the engine nacelle, and consequent separation of an engine from the airplane.
2015-20-04: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Canada Corp. (P&WC) PT6B-37A turboshaft engines. This AD requires initial and repetitive inspections until replacement of the No. 10 bearing, and eventual replacement of the No. 9 bearing, both located in the engine reduction gearbox (RGB) assembly. This AD was prompted by reports of incorrect engine torque for PT6B-37A engines. We are issuing this AD to prevent axial migration of the No. 10 bearing in the engine RGB assembly, which could result in engine overtorque, failure of the engine, in-flight shutdown, and loss of the rotorcraft.
2024-10-14: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 1000-A, Trent 1000-AE, Trent 1000-C, Trent 1000-CE, Trent 1000-D, Trent 1000-E, Trent 1000-G, and Trent 1000-H engines. This AD is prompted by reports of cracking and separation of certain low-pressure turbine (LPT) stage 1 blade assemblies. This AD requires initial and repetitive inspections of affected LPT stage 1 blade assemblies for cracking or separation and, depending on the results of the inspections, reduction of the inspection interval or replacement of the LPT stage 1 blade set and disk. This AD also prohibits the installation of an LPT disk or blade set assembly unless it is considered a serviceable part, 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.
2005-08-16: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model Avro 146-RJ series airplanes. This AD requires an inspection of the Thales Avionics distance bearing indicator (DBI) to determine part number (P/N) and serial number (S/N), and replacement of the affected DBI with a new or modified DBI. This AD is prompted by a report of defective electrical insulators in DBIs. We are issuing this AD to prevent a short circuit in the DBI due to defective electrical insulation, which could potentially cause a loss of primary navigation instruments (such as airspeed indicator, altimeter, and global positioning system (GPS) information).
67-29-02: 67-29-02 FAIRCHILD-HILLER: Amdt. 39-498 Part 39 Federal Register October 25, 1967. Applies to Type F-27 and FH-227 Airplanes. Unless already accomplished, compliance is required with the next 200 hours' time in service after the effective date of this AD. To compensate for the loss of electrical power to the copilots' flight and navigation instruments (attitude, turn and bank, and gyroscopic direction indicators), in the event of a single ground fault in the D.C. power system, accomplish the following: (a) In aircraft where the emergency electrical power to operate the copilot attitude indicator, turn and bank indicator, and gyroscopic direction indicator is derived from the D.C. power system, modify the emergency electrical power system for these instruments in a manner such that the emergency electrical power is derived from the right engine driven emergency alternator. Accomplish this by loading the emergency alternator (increasing the power factor to unity) to allowit to adequately power the three (3) instrument systems. The modifications must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (b) Modifications accomplished in accordance with Fairchild-Hiller FH-227 Service Bulletin 24-1, dated April 25, 1967, or Fairchild-Hiller FH-227 Service Bulletin 24-2, dated May 22, 1967, for the serial number applicable in the Bulletins, or later FAA-approved revisions, are acceptable for showing compliance with this Airworthiness Directive. (c) Upon request, with substantiating data submitted through an FAA maintenance inspector, compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment effective October 27, 1967.
97-09-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires inspections to detect damage of the support brackets and clamps of the transfer pipe of the tail tank, and of the transfer pipe assembly; and replacement of damaged parts, or installation of a doubler, if necessary. This amendment adds a requirement to install a fuel transfer pipe of the tail tank, and to install support brackets and clamps of the fuel feed pipe of engine No. 2, which constitutes terminating action for the repetitive inspections. This amendment also requires, for certain airplanes, removal of a temporary protective doubler installed on the fuel pipe assembly. This amendment is prompted by reports of cracking of the support brackets in the refuel and fuel transfer lines of the tail fuel tank and damage to the nylon clamps and transfer pipe assembly. The actions specified by this AD are intended toprevent such cracking and damage, which could result in further damage to the transfer pipe assembly and possible fuel leakage.
2024-12-04: The FAA is adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) Model PW2037, PW2037M, and PW2040 engines with a certain high-pressure turbine (HPT) 2nd stage blade assembly installed. This AD was prompted by an in-flight shutdown (IFSD) caused by the fracture of HPT 2nd stage turbine hub assembly lugs, which resulted in blade liberation and a titanium fire in the high-pressure compressor (HPC). This AD requires a visual inspection of the HPT 2nd stage blade assemblies for missing contact marks, a dimensional shadowgraph inspection of the HPT 2nd stage blade assemblies for blade root profile dimensional deviations, and an eddy current inspection (ECI) of the HPT 2nd stage turbine hub assembly for conforming slot flatness. This AD also requires removal from service and replacement of any HPT 2nd stage turbine hub assembly or HPT 2nd stage blade assembly that does not pass any inspection. The FAA is issuing this AD to address the unsafe condition on these products.
59-19-02: 59-19-02 VERTOL: Applies to all Models 44A, B, and C Helicopters. Compliance required prior to next flight. Failures of the engine cooling fan discs, blades, and adapter rings have been experienced in Vertol 44 helicopters. The disc failures originated as a crack at the fan blade mounting hole on the forward face of the disc rim and then progressed to the point where a circumferential portion of the disc separated and penetrated the fuselage and helicopter buoyant float. The blade failures originated in the root radius on the convex camber and progressed through the blade section until the airfoil separated from the base. The adapter rings cracked through the holes to either the outer, inner, or both diameters. (a) To preclude recurrence of failures, the fan assembly, P/N 42P6410, must be retired and replaced with hub and fan assembly, P/N 42P6459-4. The new fan assembly includes a "Z" ring stiffener (P/N 04P9392-1) for the fan disc, thickened forged blades (P/N 42P6421-3) in place of the existing cast blades, and a steel adapter (P/N 04P6458-1) in place of the existing aluminum adapter, resulting in an infinite fatigue life of the assembly. (b) Fan disc assemblies, P/N 42P6422, which have been retried may be incorporated in the replacement 42P6410-8 fan assembly, provided no cracks are revealed by a Zyglo or dye- check inspection. Fan Disc assemblies having cracks must be destroyed or mutilated so as to preclude the possibility of their being returned to service. All cast blades P/N 42P6421-2 and aluminum adapter rings P/N 42P6458- 1, must be destroyed or mutilated to preclude their further use. (Vertol SDTM-1931 covers this same subject.)
2005-08-14: The FAA adopts a new airworthiness directive (AD) for all LET a.s. (formerly LET n.p.) (LET) Model Blanik L-13 AC sailplanes. This AD requires you to replace the original control bridge with the new strengthened control column mounting bridge. This AD is the result of a report of one case of cracks in the attachment of control levers on the control bridge. We are issuing this AD to correct cracks in the bedding of the front and rear control levers, which could result in failure of the control bridge for the sailplane. This failure could lead to loss of sailplane control.
2015-20-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by a determination that no instructions for continued airworthiness exist for the nose landing gear (NLG) alternate extension actuator of the NLG alternate release system. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a new airworthiness limitation task for the NLG alternate extension actuator. We are issuing this AD to prevent failure of the NLG alternate release system and, if the normal NLG extension system also fails, failure of the NLG to extend, and consequent damage to the airplane and injury to occupants.
2024-10-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters. This AD was prompted by a report of an obstructed tail rotor (TR) pedal control that was blocked during flight. This AD requires a one-time inspection for proper positioning of the TR actuator harness and cable ties installation and, depending on the results, accomplishing corrective action, 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.
84-25-03: 84-25-03 BOEING: Amendment 39-4969. Applies to Boeing Model 767 airplanes noted in the Boeing Service Bulletin listed below. To prevent freezing of the ram air turbine (RAT) actuator motors and ensure deployment of the RAT when required, accomplish the following within 140 days after the effective date of this AD, unless already accomplished: \n\n\tA.\tReplace the RAT rotary actuator electric motor P/N S258T711-3 with motor P/N S258T711-4, and operationally test the RAT deployment system in accordance with Boeing Service Bulletin 767-29-17, Revision 2 dated June 29, 1984, or later FAA approved revision. A - 3 motor may be modified to a -4 configuration by accomplishing rework in accordance with EEMCO Service Bulletin 5076-29-1, Revision 1, dated June 25, 1984, or later FAA approved revision. \n\n\tB.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of replacements required by this AD. \n\n\tAll persons affected by this directive who have not already received the above specified Service Bulletins from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124, or they may be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective January 25, 1985.
2024-10-11: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a report indicating that the rigging pin in the bulkhead internal crank assembly of the overwing emergency exit door (OWEED) escape slide mechanism was not removed during production. This AD requires inspecting the OWEED escape slide mechanism to determine if a rigging pin is installed and, if installed, removing the rigging pin, as specified in Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2004-05-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires a one-time inspection to detect abrasion damage and installation discrepancies of the wire bundles located below the P37 panel, and corrective action if necessary. For airplanes already subject to the existing AD, this amendment requires inspecting to determine whether the existing location of a certain wire support standoff is adequate, relocating the wire support standoff if necessary, installing protective sleeving over the wire bundles, and installing wire bundle support clamps if necessary. This amendment also expands the applicability of the existing AD to include additional airplanes, and require inspecting the sleeving on certain wire bundles, and accomplishing corrective action if necessary, on those airplanes. The actions specified by this AD are intended to detect and prevent abrasion damage and correct installation discrepancies of the wire bundles located below the P37 panel, which could result in arcing to structure and consequent fire or loss of function of affected systems. This action is intended to address the identified unsafe condition.