Results
47-06-04: 47-06-04 GLOBE: (Was Mandatory Note 7 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 3 to 408 Inclusive; 1004 to 1224 Inclusive; and 2001 to 2324 Inclusive. Compliance required prior to April 1, 1947. Replace the AN 960-616 washers under the nuts at the attachment of the main landing gear retraction links to the shock struts with AN 940-616 washers. This is necessary for proper retention of the bushings in the retraction links. (Globe Customer Service Maintenance Bulletin No. 10 covers this same subject.)
2009-01-09: The FAA is superseding an existing airworthiness directive (AD) that applies to all Airbus Model A310 series airplanes. That AD currently requires repetitive detailed inspections to detect cracks propagating from the fastener holes that attach the left- and right- hand pick-up angles at frame 40 to the wing lower skin and fuselage panel, and corrective actions if necessary. This new AD revises the intervals for accomplishing the repetitive detailed inspections and provides for an optional terminating modification for the repetitive inspections. This new AD also revises the applicability of the AD to remove certain airplanes. This AD results from mandatory continuing airworthiness information originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. We are issuing this AD to prevent reduced structural integrity of the airplane due to fatigue damage, and consequent cracking of the pick-up angles at frame 40.DATES: This AD is effective April 2, 2009. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of April 2, 2009. The Director of the Federal Register approved the incorporation by reference of a certain other publication listed in this AD as of February 9, 2001 (66 FR 1031, January 5, 2001).
2016-04-15: We are adopting a new airworthiness directive (AD) for MD Helicopters, Inc. (MDHI), Model 369A, 369D, 369E, 369FF, 369HE, 369HM, 369HS, 500N, and 600N helicopters with a certain part-numbered main rotor blade attach pin (pin) installed. This AD requires ensuring the life limit of the pin as listed in the Airworthiness Limitations section of aircraft maintenance records and Instructions for Continued Airworthiness (ICA). If the hours time-in-service (TIS) of a pin is unknown, or if a pin has exceeded its life limit, this AD requires removing the affected pin from service. This AD was prompted by a report from an operator who purchased pins that did not have life limit documentation. These actions are intended to document the life limit to prevent a pin remaining in service beyond its fatigue life, which could result in failure of a pin, failure of a main rotor blade, and subsequent loss of control of the helicopter.
70-17-03: 70-17-03 HUGHES: Amdt. 39-1070. Applies to Model 269 Series helicopters certificated in all categories, which incorporate lead-lag and flapping hinge bolts, P/N HS 1446- 10-68, (only the lead-lag bolts are affected on Model 269C) with vendor identification BM (stylized) impression stamped on top of the bolt heads hereinafter referred to a BM bolts. Compliance required as indicated. To detect cracks in the BM bolts, P/N HS 1446-10-68, accomplish the following: Within 50 hours time in service after the effective date of this AD, unless already accomplished, remove all BM bolts in accordance with Hughes Handbook of Maintenance Instruction (BM bolts with the head dyed green or a white dot painted in the recessed head have been inspected and are not affected by this AD. The white dot was used in instances where the green dye application was not effective.) Perform a magnaflux inspection of the BM bolts for evidence of cracking. (a) Replace any BM bolt which shows evidence of cracking, with a serviceable bolt prior to further flight. Efface the part number of any cracked bolts sufficiently to prevent their inadvertent return to service. (b) Any BM bolt which shows no evidence of cracking may be returned to service after it has been identified with a white dot painted in the recessed head of the bolt. NOTE: (Hughes Service Information Notice No. N-78, dated July 31, 1970, pertains to the same subject.) This amendment becomes effective August 20, 1970.
75-19-05: 75-19-05 GENERAL ELECTRIC COMPANY: Amendment 39-2365. Applies General Electric Company Models CJ610-9 turbojet and CF700-2C, CF700-2D, and CF700-2D-2 turbofan engines which had the gearbox and accessory drive horizontal drive shaft P/N 37C301961P102 aligned with alignment tool P/N 2C5525 within the last 800 hours time in service as of the effective date of this AD. Compliance required within the next 100 hours time in service after the effective date of this AD, unless previously accomplished. To prevent possible accessory drive horizontal drive shaft failure, leading to complete loss of engine power, inspect the horizontal drive shaft for alignment and spline wear, in accordance with General Electric Service Bulletin No. (CJ610) A72-117 or (CF700) A72-130 or later FAA approved revision or an equivalent inspection method approved by the Chief, Engineering and Manufacturing Branch, New England Region, Federal Aviation Administration. Remove worn horizontal drive shafts and mating female splined components and replace with serviceable parts in accordance with General Electric Alert Service Bulletin No. (CJ610) A72-117 or (CF700) A72-130 or later FAA approved revision. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of Chief, Engineering and Manufacturing Branch, FAA New England Region, may adjust the compliance time specified in the AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. General Electric Company Service Bulletins identified in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these Service Bulletins from General Electric Company may receive copies upon request to General Electric Company, 1000 Western Avenue, Lynn, Massachusetts 01910. These documents may also be examinedat the New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA headquarters, 800 Independence Avenue S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C., and at the New England Regional office in Burlington, Massachusetts. This amendment becomes effective September 26, 1975.
2024-25-51: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH Model MBB-BK 117 C-2 helicopters. The FAA previously sent this AD as an emergency AD to all known U.S. owners and operators of these helicopters. This AD was prompted by a report of vibrations of the yaw axis during a hover taxi. This AD requires repetitively inspecting the bolted joint between the cardan- pivot joint assembly and the tail rotor actuator piston rod and, depending on the results, taking corrective action. This AD also prohibits installing certain tail rotor actuators unless its requirements are met. These actions are 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.
2003-16-17: This amendment adopts a new airworthiness directive (AD) that applies to certain Dornier Luftfahrt GMBH (Dornier) Models 228-100, 228-101, 228-200, 228-201, 228-202, and 228-212 airplanes that have electrical cabin/cockpit heater option P05 or option P09 installed. This AD requires you to modify the cockpit and cabin auxiliary heating wiring. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to correct problems with the current design of the heater wiring, which could result in failure of the auxiliary cabin heater. Such failure could lead to overheating and smoke in the cockpit.
47-16-01: 47-16-01 DOUGLAS: (Was Mandatory Note 16 AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\n\tTo be complied with not later than September 1, 1947. \n\n\tA.\tIn those aircraft having the ammeter shunts in the positive generator leads, install two circuit breakers or circuit breaker switches in each nacelle junction box and reconnect each ammeter lead through one of these circuit breakers. Any type or variety of 10-ampere circuit break may be used, with the exception of the automatic-reset type. \n\n\tB.\tInstall a circuit breaker or circuit breaker switch in the main junction box and connect in series with the voltmeter circuit wire PJ-34 at the (d.c.) buss. Any type or variety of 10-ampere circuit breaker may be used, with the exception of the automatic-reset type. The nonoverride variety of circuit breaker is preferable. \n\n\tC.\tInstall for Heinemann type AM 1614-15-28-2 or equivalent, 15-ampere circuit breaker switches or circuit breakers, at the regulator location, in the leads to the B terminal of the voltage regulators; wires PA-530, PA-531, PA-730, and PA-731. The usual thermal circuit breaker or fuse does not provide sufficient protection to meet the peculiar requirements of a protective device for a generator field circuit application. \n\n\tAdditional information on the foregoing changes are described by Douglas Drawing No. 4350951 entitled "Rework of Generator Field Lead and Volt-Ammeter Lead Circuit Protection". A Douglas Aircraft Service Bulletin on this subject is also being issued.
2003-02-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and -400D series airplanes, that requires repetitive inspections to detect discrepancies of the drip shield and supports located above the rudder pedal mechanisms; corrective action, if necessary; and eventual modification of the drip shield, which would terminate the repetitive inspections. The actions specified by this AD are intended to prevent unrestrained drip shields from interfering with the rudder pedal mechanism, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2003-16-10: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney Canada (PWC) PW206A and PW206E turboshaft engines. This AD requires initial and repetitive borescope inspections of compressor turbine and power turbine blades for blade axial shift, and replacement of blade retaining rivets and certain rotor air seals as terminating action for the repetitive borescope inspections. This AD is prompted by reports of engine shutdowns and emergency landings due to severe vibration and drops in engine torque, and an increase in internal engine temperature, triggering in-flight engine fire warnings. We are issuing this AD to prevent turbine blade axial shift, which could cause high levels of vibration, loss of engine torque, in-flight engine shutdown, and possible uncontained engine failure.
67-14-06: 67-14-06 MARTIN: Amdt. 39-406 Part 39 Federal Register April 28, 1967. Applies to Models 202, 202A, and 404 Series Airplanes. (a) Within the next 15 hours' time in service after the effective date of this AD unless already accomplished within the last 185 hours' time in service, and thereafter at intervals not to exceed 200 hours' time in service from the last inspection, inspect the following areas in both outer wing panel front spars located at 25% of the wing chord for cracks using X-ray or dye penetrant with a glass of at least 10 power, or an FAA-approved equivalent inspection. (1) The lower spar cap in a region 3 inches long from the outer panel closing rib outboard. (2) The spar web inboard of the outer panel closing rib between the rib and the splice bolts. (3) The vertical angle that attaches this web to the outer panel closing rib. (b) If a crack is found, before further flight, replace the cracked part with a part of the same part number that has been inspected in accordance with (a) and found free of cracks or with an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Equivalent inspections may be approved by an FAA maintenance inspector. (d) All fuel must be drained before X-ray inspection because of lead in the gasoline. (e) Upon request of the operator, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may increase the compliance times specified in this AD if the request contains substantiating data submitted through an FAA maintenance inspector to justify the increase for that operator. This supersedes AD 59-26-05. This directive effective upon publication in the Federal Register for all person except those to whom it was made effective by telegram dated April 20, 1967.
2016-04-07: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767 airplanes. This AD was prompted by reports of cracking at a central part of the structure. This AD requires repetitive inspections of the skin hidden by the upper and lower splice fittings on both sides of the fuselage, and corrective action if necessary. We are issuing this AD to detect and correct fatigue cracking of the hidden fuselage skin and cracking, corrosion, and other damage to the splice fittings and adjacent visible fuselage skin and structure that could lead to loss of a primary load path between the fuselage and the wing box, and consequent reduced structural integrity of the airplane.
2024-26-08: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by reports of broken main landing gear (MLG) shock absorber piston rod eye ends. This AD requires repetitively inspecting the MLG shock absorber piston rod eye ends, reporting the results of the inspection, and, depending on the results, replacing the MLG shock absorber assembly. It also prohibits installing certain MLG shock absorber assemblies unless specific requirements are met, 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.
2016-04-05: We are superseding an airworthiness directive (AD) 2014-03-18 for B-N Group Ltd. Models BN-2, BN-2A, BN-2A-2, BN-2A-3, BN-2A-6, BN- 2A-8, BN-2A-9, BN-2A-20, BN-2A-21, BN-2A-26, BN-2A-27, BN-2B-20, BN-2B- 21, BN-2B-26, BN-2B-27, BN2A MK. III, BN2A MK. III-2, and BN2A MK. III- 3 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 damage of the cable sliding end assembly and installation of the incorrect end fitting on engine control cable assemblies. We are issuing this AD to require actions to address the unsafe condition on these products.
70-17-05: 70-17-05 MORANE SAULNIER: Amdt. 39-1067. Applies to Models MS. 880B, MS. 885, and MS. 894A airplanes. To prevent a possible fire resulting from contact between the terminal components of the battery cable and the battery box, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: (a) Modify the battery box by installing an insulating plate in accordance with Socata Service Bulletin No. 68 dated November 1969 or later SGAC-approved issue or an FAA- approved equivalent. (b) Inspect the battery cables in the area of the battery box for damage due to wear against the battery box. (c) If the battery cable is found to be damaged during the inspection required by paragraph (b), before further flight replace the cable with a serviceable cable of the same part number. This amendment becomes effective September 12, 1970.
48-38-01: 48-38-01 AERONCA: Applies to Serial Numbers 15AC-1 to 15AC-227 Inclusive, or S15AC-1 to S15AC-227 Inclusive. Compliance required before operation at temperatures below freezing, but in any case not later than December 1, 1948. To prevent the possible loss of engine oil pressure and subsequent engine damage during cold weather starting, the present oil cooler installed on the suction side of the engine oil pump must be revised and installed on the pressure side of the pump. This change involves the following: 1. Installation of an oil cooler adapter assembly, Continental Motors Corp. Drawing 530536 and 530697, replacing pressure oil screen. This pressure oil screen is then used in adapter assembly. 2. Install new suction oil screen, Continental Motors Corp. P/N A20878. 3. Replace present oil cooler bypass spring with a 35 p.s.i. spring. 4. Replumb oil cooler with different fittings and line arrangement. (Aeronca Service Helps and Hints Bulletin No. 35 covers this same subject.)
2009-02-07: The FAA is superseding an existing airworthiness directive (AD) that applies to certain British Aerospace (Jetstream) Model 4100 series airplanes. The existing AD currently requires an eddy current conductivity test to measure the conductivity of the upper splice plate of the wing, and related investigative and corrective actions if necessary. This AD revises the applicability to include additional airplanes. This AD results from reports of exfoliation corrosion of the upper splice plate of the wing. We are issuing this AD to detect and correct such corrosion, which could result in reduced structural integrity of the airplane.
2016-03-06: We are superseding Airworthiness Directive (AD) 2012-18-05 for The Boeing Company Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9- 50 series airplanes; and Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9- 83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 airplanes; equipped with a center wing fuel tank and Boeing original equipment manufacturer-installed auxiliary fuel tanks. AD 2012-18-05 required adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. Since we issued AD 2012-18-05, we have determined that it is necessary to clarify the actions for airplanes on which the auxiliary fuel tanks are removed. This new AD allows certain actions as optional methods of compliance. This AD was prompted by our determination that it is necessary to clarify the actions for airplanes on which the auxiliary fuel tanks are removed. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
71-11-01: 71-11-01 De HAVILLAND AIRCRAFT OF CANADA, LIMITED: Amdt. 39-1212. Applies to de Havilland Model DHC-6 Airplanes certificated in all categories. Compliance required within the next 500 hours time in service after the effective date of this AD unless already accomplished. To provide adequate protection for particular circuit wires, accomplish the following in accordance with the instructions contained in DHC Service Bulletin No. 6/245 dated October 9, 1970: (a) Alter airplanes, S/Ns 6 through 289, except S/Ns 176, 221, 233, 268 and 286, by incorporating DHC Modification No. 6/1369; (b) Alter airplanes, S/Ns 1 through 289, except S/Ns 176, 233, 268, and 286, by incorporating DHC Modification No. 6/1370; (c) Alter airplanes, S/Ns 6 through 289, except S/Ns 176, 221, 233, 268 and 286, by incorporating DHC Modification No. 6/1371. Modification No. 6/1371 is applicable only to those airplanes in which DHC Modification No. 6/1053 has been incorporated; (d) Alter airplanes, S/Ns 136 through 289, except S/Ns 176, 221, 233, 268, and 286, by incorporating DHC Modification No. 6/1372; (e) Alter airplanes, S/Ns 136 through 289, by incorporating DHC Modification No. 6/1389. Equivalent alterations may be used provided they are approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiation data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective May 19, 1971.
70-05-01: 70-05-01 BRITISH AIRCRAFT CORPORATION: Amdt. 39-945. Applies to Model BAC 1- 11 200 and 400 series airplanes. To prevent false indication of a retracted flap position which could result in a failure of the flap structure in flight, within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished, modify the flap signalling mechanism and flap control unit in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 27-PM 3550, Revision 2, dated February 3, 1969, or later ARB-approved issue or an FAA-approved equivalent. (British Aircraft Corporation Model BAC 1-11 Alert Service Bulletin No. 27-A-PM 3550, dated August 18, 1968, covers the same subject.) This amendment becomes effective March 23, 1970.
54-04-01: 54-04-01 AC SPARK PLUG: Applies to All Engines Equipped With AC LA-87 Spark Plugs, Except Pratt and Whitney R-1830 Engines of 1,200 HP or Less and Wright R-1820 Engines of 1,200 HP or Less. Compliance required prior to March 1, 1954. A. In order to preclude possibilities of engine failure, when using AC LS-87 spark plugs in engines for which they are not approved, these spark plugs must be removed from all engines with the exceptions of the R-1820 having a T.O. rating of 1,200 h.p. or less and the R-1830 having a T.O. rating of 1,200 h.p. or less. B. On R-1820 and R-1830 engines of 1,200 h.p. or less, the LS-87 plug is limited to a maximum of 120 hours of service with no reconditioning permitted. Plugs having over 120 hours must be removed from service. This supersedes AD 49-26-02.
2016-03-02: We are adopting a new airworthiness directive (AD) for all Turbomeca S.A. ARRIEL 2C, 2C1, 2C2, 2S1, and 2S2 turboshaft engines with modification TU34 or TU34A installed. This AD requires inspecting the torque conformation box (TCB) for correct resistance values and removing TCBs that fail inspection before further flight. This AD was prompted by TCB failures. We are issuing this AD to prevent failure of the TCB, loss of engine thrust control, and damage to the helicopter.
70-12-06: 70-12-06 NORTH AMERICAN ROCKWELL: Amdt. 39-1007. Applies to Models NA-265, NA-265-20, NA-265-30, NA-265-40 (Serial Nos. 282-1 through 282-97), and NA-265- 60 (Serial Nos. 306-1 through 306-63) airplanes. Compliance required within the next 100 hours time in service after the effective date of this AD unless already accomplished. To prevent severe nose gear shimmy and subsequent failure of the nose gear strut, modify the nose strut by the addition of a balance weight, support bracket and hardware, and replace five wheel brake system hydraulic lines located in the nose wheel well in accordance with the instructions contained in Los Angeles Division of North American Rockwell Corporation Sabreliner Field Service Bulletin No. 70-4, dated June 10, 1970, or later revision approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment supersedes Amendment 39-899 (34 F.R. 20418), AD 69-26-05. This amendment becomes effective June 16, 1970.
47-32-13: 47-32-13 BELL: (Was Mandatory Note 13 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required at the next 100-hour teardown inspection. Additional strength in the antitorque rotor control system has been found desirable as a result of service experience. This may be accomplished by replacing the aluminum alloy rivets in the tail rotor pitch adjustment rod assembly with steel rivets. (Bell Service Bulletin 47C44 dated June 16, 1947, also covers this same subject.)
2016-03-01: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report of a crack of the forward leg of the left front spar lower chord and cracks on the lower wing skin at three fastener holes common to the nacelle outboard side load fitting. This AD requires repetitive inspections for cracks on the front spar lower chord, inspar skin, and wing skin, and corrective action if necessary. We are issuing this AD to detect and correct fatigue cracking of the forward leg of the front spar lower chord, inspar skin, and wing skin common to the nacelle outboard side load fitting, which could adversely affect the structural integrity of the wing.