Results
2020-26-12: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream G280 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a Civil Aviation Authority of Israel (CAAI) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
78-20-04: 78-20-04 MCDONNELL DOUGLAS: Amendment 39-3308. Applies to DC-10-10, -10F, -30, -30F and -40 airplanes certificated in all categories. \n\n\tCompliance is required as indicated unless already accomplished. \n\n\tTo prevent failure of an outboard slat drive arm or drum shaft, accomplish the following: \n\n\t(a)\tWithin the next 1500 hours' time in service after the effective date of this AD, unless the inspection and modifications specified in McDonnell Douglas DC-10 Service Bulletin 27-160, dated March 1, 1978, are already accomplished, inspect the outboard slat drive arms ultrasonically for cracks in accordance with McDonnell Douglas DC-10 Service Bulletin A27-160 Revision 2, dated March 22, 1978. \n\n\t(b)\tWithin the next 4,000 hours' time in service after the effective date of this AD, inspect by magnetic particle methods for cracks and modify or replace the outboard slat drive arms and drum shafts in accordance with McDonnell Douglas DC-10 Service Bulletin 27-160, dated March 1, 1978. \n\n\t\t(1)\tAs an alternate to applying sealant in accordance with Service Bulletin 27-160, it is permissible to install a lubrication fitting and fillet seal in accordance with McDonnell Douglas DC-10 Service Bulletin 27-161, dated March 3, 1978, and, thereafter, at intervals not to exceed 2500 hours' time in service apply MIL-G-81322 grease or equivalent to the ARH 7011-1 bolt assembly fitting. \n\n\tNOTE: Service Bulletin A27-160 Revision 2 dated March 22, 1978, Service Bulletin 27-160 dated March 1, 1978 and Service Bulletin 27-161 dated March 3, 1978 are the only versions of the service bulletins suitable for compliance with paragraphs (a) and (b) of this AD. \n\n\t(c)\tAny outboard slat drive arm or drum shaft found to be cracked must be replaced prior to further flight. \n\n\t(d)\tEquivalent inspections, modifications or parts may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for accomplishment of inspections required by this AD. \n\n\tThis amendment becomes effective November 7, 1978.
95-14-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Learjet Model 60 airplanes. This action requires inspection to detect bends in or damage to the fuel crossflow tube; inspection to determine clearance between the fuel crossflow tube and the flight control cables; and replacement or repair of the tube, if necessary. This amendment is prompted by reports of damage to the fuel crossflow tube and inadequate clearance between the fuel crossflow tube and the flight control cables due to bends in the fuel crossflow tube. The actions specified in this AD are intended to prevent chafing and eventual failure of the fuel crossflow tube due to inadequate clearance between the tube and the flight control cables; this condition could result in loss of fuel from one fuel tank during normal operating conditions or loss of fuel from both main fuel tanks during fuel cross feeding operations.
76-10-08: 76-10-08 DORNIER GmbH: Amendment 39-2618. Applies to Model DO 28 D and DO 28 D-1 airplanes, certificated in all categories, serial numbers 0401, 4002 through 4035, and 4040 through 4049. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent the possible loss of elevator trim control, replace the elevator trim chain guard with a new chain guard with slip-off protection and install a chain guide in accordance with the "Procedure" section of Dornier Service Bulletin No. 1034-1403, dated February 21, 1972, or an FAA-approved equivalent. This amendment becomes effective June 3, 1976.
2008-08-05: We are adopting a new airworthiness directive (AD) for the products listed above. 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 describes the unsafe condition as: Recently, a Fokker 100 (F28 Mark 0100) operator noted that the electrical connectors of the PSUs (Passenger Service Units) did not lock properly during installation in the aircraft. The PSU panels installed in Fokker 50 (F27 Mark 050 and Mark 0502) aircraft are similar to those installed in the Fokker 100. Investigation revealed that the lack of locking is caused by the tolerance in thickness of the gaskets (seals) inside the PSU connectors. This condition, if not corrected, may cause the connector to overheat, leading to electrical arcing and subsequent failure of the PSU Panels. In such instances, smoke is likely to be emitted. * * * We are issuingthis AD to require actions to correct the unsafe condition on these products.
2003-26-11: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80E1A2 and -80E1A4 turbofan engines with left vertical link bolts part number (P/N) 1304M26P02 installed, and pylon attachment bolts originally torqued to 450-500 lb ft. This AD requires reducing the torque of pylon attachment bolts, and replacing left vertical link bolts with life-limited serialized bolts. This AD results from revised analyses by the airframe manufacturer of loads on the forward engine mount. We are issuing this AD to prevent engine separation that could result from a reduction of engine mount structural integrity due to failure of pylon attachment bolts or vertical link bolts.
2020-25-13: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) LEAP-1A23, LEAP-1A24, LEAP- 1A24E1, LEAP-1A26, LEAP-1A26CJ, LEAP-1A26E1, LEAP-1A29, LEAP-1A29CJ, LEAP-1A30, LEAP-1A32, LEAP-1A33, LEAP-1A33B2, LEAP-1A35A model turbofan engines. This AD was prompted by an investigation by CFM that showed a subsurface anomaly in a part manufactured using the same material as the LEAP-1A high-pressure turbine (HPT) stage 2 disk. This AD requires an ultrasonic inspection (UI) of the HPT stage 2 disk and replacement of any HPT stage 2 disk that fails the UI with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
90-03-06: 90-03-06 BRITISH AEROSPACE (BAe), PLC: Amendment 39-6476. Docket No. 89-NM-157-AD. Applicability: Model BAe/BH/DH/HS 125-1A, -3A, -400A, and -600A series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure continued structural integrity, accomplish the following: A. Perform a visual and X-ray inspection for corrosion and/or cracking of the keel skin and local structures between frame 7 and frame 13 and stringers 15 left and 15 right, and center line keel skin lap joint and hydraulic duct attachment angles (left and right) between the nose wheel bay and frame 7, in accordance with British Aerospace Service Bulletin 51-4, dated May 31, 1989, as follows: 1. Initial inspection: a. For airplanes on which visual inspections and X-ray inspections, detailed in the Airplane Maintenance Schedules and Non-destructive Testing Techniques, have been accomplished within the last two years prior to the effective date of this AD, and where no significant defects were found, perform this inspection within one year after the effective date of this AD. b. For all other airplanes, perform the initial inspection within 180 days after the effective date of this AD. 2. Repetitive Inspection: a. Following the initial inspection required by paragraph A.1. of this AD, perform repetitive inspections at intervals not to exceed 4 years in accordance with Service Bulletin 51-4, or b. Within one year of the initial inspection required by paragraph A.1. of this AD, revise the FAA-approved maintenance program to include all inspection procedures described in Service Bulletin 51-4, and repeat the inspection at intervals not to exceed 4 years. B. In areas where corrosion or cracking is found or suspected, prior to further flight, strip off paint and perform a dye penetrant inspection. C. Any cracks and/or corrosion found which are within the limits specified inthe Structural Repair Manual, must be repaired prior to further flight, in accordance with Service Bulletin 51-4, dated May 31, 1989. Repetitive inspections must be performed thereafter at intervals specified in paragraph A., above. D. Any cracks and/or corrosion found which exceed the limit of the Structural Repair Manual, must be repaired prior to further flight, in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. Repetitive inspections must be performed thereafter at intervals specified in paragraph A., above. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Standardization Branch, ANM-113. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6476, AD 90-03-06) becomes effective on February 20, 1990.
94-22-10 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain de Havilland Model DHC-8-100 and DHC-8-300 series airplanes, that currently requires a revision to the Airplane Flight Manual (AFM) to advise flight crew members that certain cockpit indications may reveal faulty anti-collision strobe light units, and to provide procedures for subsequent flight crew and maintenance action. That AD also requires a modification that eliminates the need for the AFM revision. That AD was prompted by reports that the function of the proximity switch electronics unit (PSEU) may be adversely affected during operation of the white anti-collision lights. The actions specified by that AD are intended to ensure correct operation of the PSEU and its associated systems. This amendment revises the applicability of the existing AD to add one model of affected airplanes.
2020-24-08: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (Type Certificate Previously Held by Rolls-Royce plc) (RRD) RB211 Trent 768-60, 772-60, 772B-60 and 772C-60 model turbofan engines. This AD requires replacement of high-pressure turbine (HPT) blades with parts eligible for installation before exceeding specified flight cycles since new. This AD was prompted by several reports from the manufacturer that HPT blades on RB211 Trent 700 model turbofan engines have been subject to high levels of corrosion fatigue, leading to blade cracking and eventual release, resulting in an aborted take-off and in-flight shut- downs. The FAA is issuing this AD to address the unsafe condition on these products.
78-22-06: 78-22-06 GULFSTREAM AMERICAN CORPORATION (GAC): Amendment 39- 3331. Applies to GAC Model GA-7 serial numbers GA7-0002 through GA7-0036, GA7-0038 through GA7-0043, GA7-0045, GA7-0046, and GA7-0049, airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent failure of the elevator trim control master chain and loss of elevator trim control, accomplish the following within 5 flight hours of the effective date of this AD: Inspect and modify the elevator trim control system in accordance with GAC Service Bulletin ME-6 dated October 18, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. The inspection and/or alteration required by this AD constitute maintenance and may be performed by persons authorized to perform such maintenance under FAR 43.This amendment becomes effective November 2, 1978.
2004-01-08: This amendment adopts a new airworthiness directive (AD) that applies to Pratt & Whitney (PW) JT9D-7R4 series turbofan engines. This amendment requires on JT9D-7R4 series turbofan engines with steel fan cases, replacement of the existing one-piece fan case shield with a thicker four-piece fan case shield and would add four fan case shield supports. This amendment results from two uncontained full fan blade fracture events that resulted in penetration of the steel fan case and fan case shield. We are issuing this AD to prevent uncontained fan blade failures, resulting in damage to the airplane.
95-01-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-100 series airplanes. This action requires an inspection to detect discrepancies of the lap joint in certain fuselage stations, repair of any discrepancies, and modification of a certain lap joint. This amendment is prompted by reports of holes in the lap joints and longerons of these airplanes. The actions specified in this AD are intended to prevent reduced fatigue life of the fuselage in the areas in which holes are found.
2020-24-10: The FAA is adopting a new airworthiness directive (AD) for all Aerostar Aircraft Corporation (Aerostar) Model PA-60-601P (Aerostar 601P), PA-60-602P (Aerostar 602P), and PA-60-700P (Aerostar 700P) airplanes. This AD was prompted by reports of corrosion on the elevator and aileron balance tubes. This AD requires repetitively inspecting the elevator and aileron balance tubes for corrosion and rust and replacing the tube. The FAA is issuing this AD to address the unsafe condition on these products.
76-17-03: 76-17-03 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 2699. Applies to Model Serial Number AA1, AA1A 0001 and up AA1B 0001 thru 0641 AA5 0001 and up AA-5A 0001 thru 0173, 0176 thru 0196 AA-5B 0001 thru 0309, 0311 thru 0324 airplanes certificated in all categories. Compliance required within the next 25 flight hours' time in service after the effective date of this AD, unless already accomplished. To detect delaminations in bonded skins and prevent any possible further delaminations, accomplish the following: Inspect and perform rework as prescribed by the instructions of Grumman American Aviation Corporation Service Bulletin No. 155, dated July 30, 1976, or an equivalent inspection and modification approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. This amendment becomes effective August 30, 1976.
77-24-02: 77-24-02 SHORT BROTHERS AND HARLAND, LTD: Amendment 39-3080. Applies to SC 7 Series 3 airplanes except those modified in accordance with Shorts Modification No. 1658. Compliance is required as indicated. To detect cracks and prevent possible failure of the flap mechanism support structure, accomplish the following: (a) Before the accumulation of 5,000 landings or within 10 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished, visually inspect the flap mechanism support structure using a 10 power magnifying glass, for cracking and evidence of chafing and inadequate clearances in accordance with Part A, Steps 1 through 3, of Shorts Alert Service Bulletin No. 27-A64, Revision 3, dated September 7, 1977, (service bulletin) or an FAA-approved equivalent. (1) If cracks are found during any inspections required by this AD, that are within the acceptable limits shown in Figures 1 and 2 of the service bulletin, reinspect the flap mechanism support structure prior to each day's operation in accordance with paragraph (a) of this AD. (2) If cracks are found during any inspections required by this AD that are unacceptable in accordance with the criteria defined in Figures 1 and 2 of the service bulletin, before further flight, either replace cracked parts with new parts of the same part number, after which the aircraft may continue in service for an additional 2,400 hours time in service at which time the inspection requirements of this AD must again be complied with, or comply with paragraph (b) of this AD. (3) If no cracks are found during any inspections required by this AD, reinspect the flap mechanism support structure in accordance with paragraph (a) of this AD at intervals not to exceed 50 landings. (4) If evidence of chafing or less than minimum clearances are found during any inspections required by this AD, rework the area as shown in Figure 3 of the service bulletin or an FAA-approved equivalent, in accordance with the following compliance schedule: (i) Within 10 landings of the inspection where no cracking of structural members is found. (ii) Before further flight, if any cracking is found. (b) Compliance with the provisions of this AD may be terminated upon accomplishment of the modification of the flap mechanism support structure as shown in figure 4 of the service bulletin, or an FAA- approved equivalent. (c) For the purpose of complying with this AD, where airplane landings have not been recorded, number of landings shall be established by assuming two landings for each flight hour recorded. This amendment becomes effective November 28, 1977.
94-25-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Corporate Jets Model BAe 125-1000A series airplanes, that requires modification of the galley feeder cables and toilet services fuse. This amendment is prompted by a report that the gauge size of the existing galley feeder cable is not compatible with the rating of the currently used toilet services fuse. The actions specified by this AD are intended to ensure that the subject cables are compatible with the toilet services fuse in order to prevent overheating of the cables, which could result in smoke and fire in the cabin.
2008-10-10 R1: The FAA is revising an existing airworthiness directive (AD), which applies to certain Model 737-600, -700, -700C, -800, and -900 series airplanes. That AD currently requires revising the Airworthiness Limitations (AWLs) section of the Instructions for Continued Airworthiness by incorporating new limitations for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires an initial inspection to phase in certain repetitive AWL inspections, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2020-26-01: The FAA is superseding Airworthiness Directive (AD) 2019-03- 18, which applied to all Airbus SAS Model A318-111, -112, -121, and - 122 airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; and Model A320-211, -212, -214, -216, -231, -232, and - 233 airplanes. AD 2019-03-18 required repetitive general visual inspections for cracks, and replacement if necessary, of certain main landing gear (MLG) sliding tubes that were subject to improperly performed magnetic particle inspections. This AD continues to require repetitive general visual inspections of the affected MLG sliding tubes for cracks and replacement if necessary, and requires inspections, and replacement if necessary, of additional MLG sliding tubes; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by the identification of additional MLG sliding tubes that might have been subject to the same improperly performed magnetic particle inspection. The FAA is issuing this AD to address the unsafe condition on these products.
76-10-05: 76-10-05 MOONEY: Amendment 39-2607. Applies to Models M20C (Serial Numbers 20-0010, 20-1147 through 20-1172), M20E (Serial Numbers 21-0038, 21-1161 through 21-1181, and M20F (Serial Numbers 22-1179 through 22-1272) airplanes certificated in all categories. Compliance required within the next ten hours' time in service after the effective date of this airworthiness directive unless already accomplished. To prevent fuel from leaking in the cabin as a result of a cracked diaphragm in the low fuel pressure switch, accomplish the following: (a) Remove the low fuel pressure warning system in accordance with Mooney Service Bulletin Number M20-193A dated April 1, 1976, or later FAA approved revision. A copy of this Service Bulletin can be obtained from Mooney Aircraft Corporation, Box 72, Kerrville, Texas 78028. (b) Any alternate equivalent method of compliance with this airworthiness directive must be approved by the Chief, Engineering and Manufacturing Branch, Flight StandardsDivision, Southwest Region, Federal Aviation Administration. This amendment becomes effective May 19, 1976.
2003-26-09: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney PW4074, PW4074D, PW4077, PW4077D, PW4084, PW4084D, PW4090, PW4090D, PW4090-3, and PW4098 turbofan engines. That AD requires initial and repetitive visual and borescope inspections of the No. 3 bearing weep tube and turbine exhaust case (TEC), and removal of the high pressure turbine (HPT) assembly and replacement of any heat distressed HPT assembly hardware if oil wetting or staining is found. This ad requires the same actions. This AD results from the finding of a significant reference error in one of the borescope inspection compliance paragraphs. We are issuing this AD to prevent thermal distressed HPT assembly hardware from remaining in service, which could result in a cracked HPT stage 1 disk or HPT stage 1-2 air seal and an uncontained engine failure.
95-12-27: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that currently requires a revision to the input wiring for the flap control unit (FCU). This amendment requires a new systems test for the wiring of the trailing edge flap, and also expands the applicability of the existing AD to include additional airplanes. This amendment is prompted by a report indicating that a wiring error was not detected by the system test required by the existing AD. The actions specified by this AD are intended to prevent the possibility of an all-flaps-up landing due to the loss of control of all flap operations.
2003-26-06: The FAA adopts a new airworthiness directive (AD) for certain Anjou Aeronautique (ANJOU) (formerly TRW Repa S.A., formerly L'AIGLON) safety belts and restraint systems that are installed in aircraft. This AD requires you to inspect safety belts and restraint systems for defects and service life limits, and, if necessary, repair safety belts and restraint systems that have not reached service life limits; and replace safety belts and restraint systems that have reached service life limits. This AD is the result of reports of inadvertent unbuckling of the ANJOU seat belts and two safety recommendations to take AD action. We are issuing this AD to detect and correct defective safety belts and restraint systems, which could result in failure of the safety belts and restraint systems. This failure could lead to lack of occupant restraint during normal or crash loads.
76-12-09: 76-12-09 ROCKWELL INTERNATIONAL: Amendment 39-2645. Applies to Model NA-265-70 airplanes, serial numbers 370-1 through 370-9, and Model NA-265-80 airplanes, serial numbers 380-1 through 380-42 and 380-44. Compliance required as indicated, unless already accomplished. To prevent possible in flight flutter due to an improper static balance of the rudder, accomplish the following: (A) Immediately upon receipt of this AD, notify the flight crewmembers by the most practicable means, of the maximum operating limit speed: 250K/0.8M. (B) Within the next 10 hours' time in service after receipt of this AD, effect the following operating limitations and install the following placards and markings in clear view of the pilots: (1) Install a placard adjacent to each airspeed indicator that reads: "MAXIMUM OPERATING LIMIT SPEED: 250/K0.8M" (2) Mark the face of each airspeed indicator with a red radial line at 250 knots. (C) Within 60 days after receiptof this AD accomplish the following: (1) Remove the rudder from the airplane and measure the rudder's static unbalance about the hinge line using a balance measuring procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region, and (2) If the static unbalance measured exceeds the limits of 0 to 5 inch-lbs leading edge heavy, before further flight adjust the static balance to be within these limits by a modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. NOTE: Rockwell International intends to issue Sabreliner Service Bulletin No. 17 to provide the necessary instructions on rebalance. (D) The operating limitations, placards, and markings required by paragraph (B) may be removed after accomplishment of paragraph (C). (E) The airplane may be flown in accordance with FAR 21.197 to a base where the placards and markings required by paragraph (B) can be installed or the balance inspection and rebalance procedure of paragraph (C) can be accomplished, provided the operating limitations of paragraph (B) are not exceeded. This amendment is effective June 23, 1976 for all persons except those to whom it was made effective by airmail letter dated May 21, 1976, which contained this amendment.
2009-26-14: We are superseding an existing airworthiness directive (AD) for the products listed above. 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 describes the unsafe condition as: * * * As a consequence of cracks [that were originally] detected on some CN-235 aircraft, in flap fittings P/N 35-15501-0101, -0102, -0201 and -0202, attaching the structure of the outer flaps to their rear supports and, in the adjacent structure, DGAC Spain issued AD Nr. 01/97[.] * * * Since AD 1/97 Rev.1 was published, similar cracks have been detected in flaps longerons. * * * * * * * * Fatigue cracking of the rear internal support fittings and longerons of the outer flap structure could result in failure of the outer flaps, and consequent reduced controllability of the airplane. We are issuing this AD to require actions to correctthe unsafe condition on these products.