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2017-01-10: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model C-212 airplanes. This AD was prompted by multiple reports of damaged and cracked rudder torque tube shafts. This AD requires various repetitive inspections, and corrective actions if necessary. This AD also provides a modification which terminates the repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
78-09-09: 78-09-09 DETROIT DIESEL ALLISON: Amendment 39-3207. Applies to 501-D13/501-D13A/501- D13D/501-D13E, and 501-D13H engines equipped with third stage turbine wheel P/N's 6788833, 6842143, 6841223, and 6846553 or fourth stage turbine wheel P/N's 6738424 and 6843014 installed in aircraft certificated in all categories. Compliance required as follows unless previously accomplished: To preclude possible engine failure resulting from third or fourth stage turbine wheel failure: Remove and classify all third and fourth stage turbine wheels with unknown carbide precipitation classifications in accordance with the compliance times specified in (a) and (b) below, and the procedures specified in Detroit Diesel Allison Commercial Overhaul Information Letter No. 349 Rev. 1 or later FAA approved revision. Wheels both newly and previously classified with carbide precipitation classifications of "Heavy" must be removed from service in accordance with the maximum life limits specified in (a) and (b) below. Wheels both newly and previously classified with carbide precipitation classifications of "Medium Heavy" must be removed from service in accordance with the maximum life limits specified in (c) through (h) below. Wheels of all other classifications may be returned to service and operated in accordance with the existing hourly life limits. (a) For wheels of "Heavy" and unknown carbide precipitation classification which exceed 8000 total cycles upon the effective date of this AD, compliance is required within 300 cycles. (b) For wheels of "Heavy" and unknown carbide precipitation classification which do not exceed 8000 total cycles upon the effective date of this AD, compliance is required prior to reaching 8300 total cycles. (c) For wheels of "Medium Heavy" carbide precipitation classification which exceed 16,000 total cycles upon effective date of this AD, compliance is required within 200 cycles. (d) For wheels of "Medium Heavy" carbide precipitation classification which have from 14,000 to 16,000 total cycles upon the effective date of this AD, compliance is required within the next 400 cycles or prior to exceeding 16,200 cycles whichever occurs first. (e) For wheels of "Medium Heavy" carbide precipitation classification which have from 10,500 to 14,000 total cycles upon the effective date of this AD, compliance is required within the next 1000 cycles or prior to exceeding 14,400 total cycles whichever occurs first. (f) For wheels of "Medium Heavy" carbide precipitation classification which have from 8000 to 10,500 total cycles on the effective date of this AD, compliance is required within the next 2000 cycles or prior to exceeding 11,500 total cycles whichever occurs first. (g) For wheels of "Medium Heavy" carbide precipitation classification which have from 7000 to 8000 total cycles on the effective date of this AD, compliance is required prior to exceeding 10,000 cycles. (h) For wheels of "Medium Heavy" carbide precipitation classification which do not exceed 7000 total cycles upon the effective date of this AD, compliance is required prior to exceeding 8000 cycles. NOTE: For purposes of this airworthiness directive a cycle is defined as one takeoff. The Detroit Diesel Allison Commercial Overhaul Information Letter identified in this directive is incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). The Detroit Diesel Allison Commercial Overhaul Information Letter incorporated herein may be obtained upon request to Detroit Diesel Allison, Division of General Motors Corporation, P.O. Box 894, Indianapolis, Indiana 46206. This document may also be examined at the FAA Great Lakes Region, 2300 East Devon Avenue, Des Plaines, Illinois 60018 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. 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 the Great Lakes Region. (Detroit Diesel Allison Commercial Service Letter 501-D13 CSL-253 also pertains to this subject.) This amendment becomes effective May 12, 1978.
76-02-04: 76-02-04 BRITTEN NORMAN LTD: Amendment 39-2499. Applies to BN-2A and BN-2A Mark III airplanes, all series, certificated in all categories, equipped with engine mounting frames P/N's NB-20-D-5209, NB-20-G-1901, NB-20-G-5231, or NB-51-H-1021. Compliance is required as indicated. To prevent failure of the engine mounting frame and possible physical separation of the engine, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the welds on the engine mounting frame around the periphery of the mounting pads for cracks and the mounting pads for conformance to the dimensions set forth in the first paragraph of the section entitled "Inspection" of Britten Norman Service Bulletin No. BN-2/SB.72, dated March 27, 1974, or an FAA-approved equivalent. (b) As a result of the inspection required by paragraph (a) of this AD, if two or more of the engine mounting pads are foundnot to conform to all of the dimensions specified in Britten Norman Service Bulletin No. BN-2/SB.72, dated March 27, 1974, prior to further flight, replace the engine mounting frame in accordance with paragraph (e) of this AD. (c) As a result of the inspection required by paragraph (a) of this AD, if one of the engine mounting pads is found not to conform to all of the dimensions specified in Service Bulletin No. BN-2/SB.72, visually inspect the welds around the periphery of the mounting pads prior to the first flight of each day, until the engine mounting frame is replaced in accordance with paragraph (e) of this AD. (d) If a crack is found as a result of an inspection required by paragraphs (a) or (c) of this AD, before further flight, replace the engine mounting frame in accordance with paragraph (e) of this AD. (e) Where required or authorized by paragraph (b), (c), or (d) of this AD, replace the engine mounting frame with a serviceable engine mounting frame of the same part number that has been inspected and found to have no cracks in the welds around the periphery of the mounting pads and found to conform to all of the dimensions specified in the "Inspection" paragraph of Britten Norman Service Bulletin No. BN-2/SB.72 dated March 27, 1974, or an FAA-approved equivalent. This amendment becomes effective January 30, 1976.
77-17-08: 77-17-08 AVCO LYCOMING: Amendment 39-3019 as amended by Amendment 39-3165. Applies to all Avco Lycoming T53 series engines. Compliance for P/Ns 1-170-240-52, 1-170-240-58, and 1-170-240-59 is required by September 15, 1977. Compliance for remaining part numbers listed below is required by May 1, 1978. To preclude possible failure of the fuel regulator P1 multiplier lever resulting in flameout of the engine, perform the following in accordance with Avco Lycoming Service Bulletin No. 0048, Revision 1, dated March 15, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region: 1. Fill the fuel regulator P1 multiplier cavity with silicone oil, General Electric P/N SF96-100, or equivalent. 2. Reidentify the fuel regulator, from P/N 1-170-240-52 to P/N 1-170-240-61, or from P/N 1-170-240-58 to P/N 1-170-240-60, or from P/N 1-170-240-59 to P/N 1-170-240-62. From P/N To P/N 1-160-840-01 1-160-840-15 1-160-840-02 1-160-840-14 1-160-840-03 1-160-840-13 1-160-840-09 1-160-840-11 1-160-840-10 1-160-840-12 1-160-950-02 1-160-950-16 1-160-950-04 1-160-950-15 1-160-950-05 1-160-950-17 1-160-950-06 1-160-950-18 1-160-950-08 1-160-950-19 1-160-950-10 1-160-950-13 1-160-950-12 1-160-950-14 1-170-240-01 1-170-240-68 1-170-240-03 1-170-240-69 1-170-240-04 1-170-240-70 1-170-240-05 1-170-240-71 1-170-240-06 1-170-240-72 1-170-240-08 1-170-240-73 1-170-240-09 1-170-240-74 1-170-240-12 1-170-240-75 1-170-240-17 1-170-240-76 1-170-240-19 1-170-240-77 1-170-240-20 1-170-240-78 1-170-240-21 1-170-240-64 1-170-240-25 1-170-240-79 1-170-240-26 1-170-240-80 1-170-240-27 1-170-240-81 1-170-240-30 1-170-240-82 1-170-240-45 1-170-240-63 1-170-240-46 1-170-240-83 1-170-240-47 1-170-240-84 1-170-240-48 1-170-240-67 1-170-240-49 1-170-240-65 1-170-240-57 1-170-240-66 The manufacturer's Service Bulletin identified and described in this directive is 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 documents from the manufacturer may obtain copies upon request to Avco Lycoming Division, 550 South Main Street, Stratford, Connecticut 06497. These documents may also be examined at Federal Aviation Administration, New England Region, 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 A.D. which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and at New England Region. Amendment 39-3019 became effective August 31, 1977. This amendment 39-3165 becomes effective March 30, 1978.
75-05-06: 75-05-06 PRATT & WHITNEY AIRCRAFT: Amendment 39-2099 as amended by Amendment 39-2604 is further amended by Amendment 39-2814. Applies to all Pratt & Whitney Aircraft JT8D model engines containing P/Ns 629141, 629148, 629154, 699155, 735780, and 735781 fuel manifolds with fuel manifold "B" nuts which have not been retorqued in service. To preclude possible fuel manifold leakage accomplish the following: 1. Retorque the fuel manifold "B" nuts in accordance with Pratt and Whitney Aircraft Service Bulletin 4389, Revision 7, or later FAA approved revision or Section 72-37 of Pratt and Whitney Aircraft JT8D Engine Manual No. 481672, Revision 78, or later FAA approved revision within the next 1500 hours time in service after March 12, 1976, for fuel manifolds with "B" nuts which were single or double torqued at original manufacture and within the next 1500 hours time in service after the effective date of this amendment for fuel manifolds with "B" nuts which were quadruple torqued at original manufacture, unless already accomplished. 2. Until the fuel manifold "B" nuts are retorqued in accordance with Paragraph 1, accomplish the following inspection once a day on engines with over 1000 hours total time in service since new: a. Within 20 minutes after engine shutdown, inspect the inside diameter of the diffuser fan duct, combustion chamber fan duct, exhaust fan duct, and exhaust nozzle for evidence of residual fuel wetness or staining, using a six volt light source or equivalent. Direct the light source into the engine tailpipe to illuminate the fan duct as far forward as the diffuser case. If residual fuel is not evident, inspect within 30 minutes after engine shutdown for the presence of dripping fuel at the diffuser fan duct and combustion chamber fan duct flanges and for the presence of fuel in the cowl bottom quadrant under these flanges. b. Remove from service before further flight those engines that have evidence of fuel leakage.3. Equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may be substituted for torquing the fuel manifold "B" nuts and for compliance with the requirements of Paragraph 1 and 2. NOTE: Pratt & Whitney Aircraft Alert Service Bulletin No. 4389, dated January 16, 1975, pertains to this subject. The manufacturer's engine manual identified and described 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 documents from the manufacturer may obtain copies upon request to Pratt & Whitney Aircraft, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at Federal Aviation Administration Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the Federal Aviation Administration at its headquarters in Washington, D.C., and at the New England Regional office in Burlington, Massachusetts. Upon submission of substantiating data through an FAA maintenance inspector by an owner or operator, the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the compliance time. Amendment 39-2099 became effective March 12, 1975. Amendment 39-2604 became effective May 20, 1976. This amendment 39-2814 becomes effective February 24, 1977.
2016-26-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the nose wheel well is subject to widespread fatigue damage (WFD). This AD requires modification, inspections, and corrective actions of the nose wheel body structure. We are issuing this AD to address the unsafe condition on these products.
2024-17-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -200 Freighter, -300, -800, and -900 series airplanes, and A340-200 and -300 series airplanes. This AD was prompted by a report of incorrect instructions in the aircraft maintenance manual (AMM) that specify using oxygen instead of nitrogen for a pressure test, which could lead to an uncontrolled fire during maintenance. This AD prohibits using specific AMM tasks that include the incorrect instructions, 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.
90-11-11: 90-11-11 BOEING: Amendment 39-6610. Docket No. 90-NM-70-AD. \n\n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-35A2067, dated March 15, 1990, certificated in any category. \n\n\tCompliance: Required within the next 500 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent disablement of the passenger oxygen system, accomplish the following: \n\n\tA.\tRemove and replace the passenger oxygen/yaw damper module in accordance with Boeing Alert Service Bulletin 747-35A2067, dated March 15, 1990. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: 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,Seattle Aircraft Certification Office. \n\n\tC.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6610, AD 90-11-11) becomes effective on June 11, 1990.
77-22-01: 77-22-01 BEECH: Amendment 39-3066 as amended by Amendment 39-3280. Applies to Beech Models 65, A65 and A65-8200 (Serial Numbers L-1, L-2, L-6, LF-7, LF-8 and LC-1 through LC-335), 65-80, 65-A80, 65-A80-8800 and 65-B80 (Serial Numbers LD-1 through LD-512), 65-88 (Serial Numbers LP-1 through LP-26, LP-28 and LP-30 through LP-47), 65-90, 65- A90, B90 and C90 (Serial Numbers LJ-1 through LJ-711), 70 (Serial Numbers LB-1 through LB- 35) and E90 (Serial Numbers LW-1 through LW-212) airplanes certificated in all categories. Compliance: Required as indicated, unless already accomplished. To assure continued structural integrity of the fuselage to the horizontal tail rear spar attachment accomplish the following in accordance with Beechcraft Service Instructions No. 0755-103, Revision II or later approved revisions and in accordance with the additional requirements set forth below: A) Accomplish the following at the next bulkhead inspection required by paragraph "B" of this AD, except that if said paragraph "B" inspection is required in less than 50 hours time in service from the effective date of this AD, accomplish the following within the next 650 hours time in service after the effective date of this AD. NOTE: The intent of the compliance time shown for paragraph "A" is to require compliance at the first paragraph "B" bulkhead inspection that occurs between 50 and 650 hours time in service after the effective date of this AD. 1. Remove the tail cone. 2. Inspect the right and left horizontal stabilizers aft spar attachment to the fuselage station 380.00 bulkhead by loosening all 12 attach bolts and by using feeler gauges, measure the gap between the spar and the attach plates on the bulkhead at each bolt hole. Correct any gap exceeding .020 inches, by complying with instructions in the aforementioned Beechcraft Service Instructions. 3. Remove the aft spar attach bolts one at a time and, using a suitable feeler gauge, check for protrusion of the attach point bushing from the forward surface of the spar. If the forward face of the bushings is not flush with the front surface of the spar, complete removal of the stabilizer, and prior to reinstallation, correct by filing or grinding the bushings flush with the front surface of the spar. 4. Reinstall the stabilizers if removed. B) Within 50 hours time in service after August 19, 1976, for aircraft with 600 hours or more time in service on that date, or upon the accumulation of 650 hours time in service for aircraft having less than 600 hours time in service on August 19, 1976, or within 600 hours time in service after the last inspection in accordance with AD 76-16-04, and at 600 hour intervals thereafter, accomplish the following: 1. Remove the tail cone from the airplane. 2. Using a light and mirror, inspect the forward and aft side of the P/N 50- 440028-65 (F.S. 380.00) bulkhead and all of the bulkhead stiffeners, doublers and other components that attach to the bulkhead for cracks. Pay particular attention to the edges of these parts and the areas around their attaching rivets and bolts. 3. Remove right and left horizontal stabilizers aft spar attach bolts one at a time and inspect the contact areas under the bolt heads and nuts for cracks. 4. If no cracks are detected no further action is required until the next repetitive inspection required by this paragraph is due. 5. If cracks are found, proceed with paragraph C below. C) If cracks are found as a result of any inspection required by this AD, prior to further flight, contact Beech Aircraft Corporation, Commercial Services Operations, Wichita, Kansas 67201, for appropriate instructions and either repair (using acceptable methods, techniques and practices per Advisory Circular 43.13-1A) or replace any cracked P/N 50- 440028-65 fuselage station 380.00 bulkhead and replace any cracked attached stiffener, doubler or other components with new components having part numbers shown in the parts list for Figure 1 in the aforementioned Beechcraft Service Instructions. NOTE: If one or more of the four vertical stiffeners or the doubler defined in Figure 1 of the above-noted Beechcraft Service Instructions as index numbers 2, 10 and 13 require replacement, it is recommended that all four of the vertical stiffeners and the doubler be replaced at the same time with new improved components having the part numbers specified in Paragraph D of this AD. D) The repetitive inspections required by Paragraph "B" of this AD are no longer required after Paragraph "A" of this AD has been complied with and Beechcraft part number 50- 440028-69, -70, -77 and -78 stiffeners and 50-440028-79 doubler have been installed. E) Aircraft found to have the bulkhead or stiffeners cracked may be flown in accordance with FAR 21.197 to a base where the required repair or replacement can be accomplished. F) The time interval between the repetitive bulkhead and stiffener inspections required by Paragraph "B" of this AD, after their initial inspection, can be adjusted up to 50 hours time in service to a maximum interval of 650 hours to allow coordination of these inspections with regular scheduled maintenance. G) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-3066 superseded Amendment 39-2690 (41 F.R. 34583). AD 76-16-04. Amendment 39-3066 became effective November 3, 1977. This amendment 39-3280 becomes effective August 23, 1978.
77-19-05: 77-19-05 GRUMMAN-AMERICAN: Amendment 39-3036. Applies to Models G- 164A, S/N's 1715 thru 1717 and G-164B, S/N's 240B, 242B, 243B, 244B, 246B, 251B, 252B, 253B, 254B, 257B, 258B, 264B, 269B. To prevent hazards associated with defective flying wire terminals, part number AN665- 115L/R, accomplish the following prior to further flight: Remove the AN665-115L/R, terminals and replace them with unused parts received from Grumman American Aviation Corporation. Installation will be in accordance with the aircraft operations and maintenance manual. Parts will be obtained from Grumman American Aviation Corporation, P. O. Box 147, Elmira, New York 14902. The aircraft may be flown in accordance with 21.197 to a location where the AD can be accomplished. This amendment is effective September 22, 1977.
2017-01-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 Freighter, -200 and -300 series airplanes; and Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports of certain hydraulic reservoirs (HRs) becoming depressurized due to air leakage from the HR pressure relief valve (PRV). This AD requires repetitive inspections of the hydraulic fluid levels and nitrogen gas pressure in the HR for each hydraulic circuit, and if necessary, adjustment of the fluid level(s) and nitrogen pressure in affected HRs. We are issuing this AD to address the unsafe condition on these products.
58-10-06: 58-10-06 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required as soon as possible but not later than July 31, 1958. A case has occurred during production on the Viscount 700 Series aircraft, of the fracturing of the cranked operating lever (P/N N.69195) of the flap selector switch, Type D.7406. Investigation has established that the fracture is the result of excessive case-hardening of the mild steel lever (P/N N.69195) such that the lever became brittle. The hardened mild steel lever (P/N N.69195) must be replaced by a mild steel lever (P/N N.69195/1) which is identified by a blue spot on the outside face of the lever crank which is visible when positioned in the throttle pedestal. Vickers-Armstrong Aircraft Ltd. PTL No. 188 and Modification Bulletin No. D.2673 cover the same subject. This modification is considered mandatory by the British Air Registration Board. The FAA concurs and considers compliance mandatory.
2024-14-01: The FAA is adopting a new airworthiness directive (AD) for certain MHI RJ Aviation ULC Model CL-600-2D15 (Regional Jet Series 705) and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by a report that torque wrenches used during production installation of bulkhead fittings on the oxygen lines of the flightcrew oxygen mask stowage boxes and adapter fitting on the oxygen pressure gauge were out of calibration, which resulted in a higher torque level setting than required. This AD requires replacement of the affected oxygen line fittings, 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.
54-01-03: 54-01-03 SIKORSKY: Applies to All Model S-55 Helicopters. Compliance required prior to next flight. Finger fuel strainer installed on all tanks should be removed and inspected to determine whether it incorporates a small disc screen located inside the body of the strainer. This disc screen should be removed if found to be incorporated, since it would tend to restrict fuel flow if it became clogged with foreign material. (Sikorsky Service Information Circular No. 1430-410, dated November 9, 1953, covers the same inspection modification.)
2024-16-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report of uncommanded movement of the Captain's seat in the forward direction that caused a rapid descent. This AD requires inspections of affected Captain's and First Officer's seats for missing or cracked rocker switch caps and for cracked or nonfunctional switch cover assemblies, a rocker switch cap pull test, marking of the seats, and applicable on-condition actions. This AD also limits the installation of affected seats. The FAA is issuing this AD to address the unsafe condition on these products.
2016-26-09: We are superseding an airworthiness directive (AD) 2016-06-01 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, BN-2T-4R, BN-2T, BN2A MK. III, BN2A MK. III-2, and BN2A MK. III-3 (all models on Type Certificate Data Sheets A17EU and A29EU) 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 describes the unsafe condition as cracks in the inner shell of certain pitot/static pressure heads. This AD changes model applicability due to errors found in AD 2016-06-01. We are issuing this AD to require actions to address the unsafe condition on these products.
2016-26-04: We are adopting a new airworthiness directive (AD) for Robinson Helicopter Company (Robinson) Model R44, R44 II, and R66 helicopters. This AD requires inspecting the main rotor blade (MRB). This AD was prompted by a determination that some MRBs may have reduced blade thickness due to blending out corrosion. The actions are intended to prevent the unsafe condition on these products.
2024-14-08: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 170 airplanes. This AD was prompted by a manufacturing quality escape concerning some overheat detection system (ODS) sensing elements. This AD requires inspecting the ODS sensing elements and performing applicable corrective actions, and prohibits the installation of affected parts, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
81-07-03: 81-07-03 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39-4069. Applies to Model P68 and P68B series airplanes, serial numbers 1 to 160 inclusive, certificated in all categories, which have a Woodward propeller governor installed but do not have a ball joint end, P/N 7.5077-1, installed on the pitch control flexible cable. Compliance is required as indicated, unless already accomplished. To preclude failure of the propeller pitch control system, accomplish the following: (a) Within 25 hours time in service after the effective date of this AD, or within 50 hours time in service since the last inspection, whichever occurs later, and every 50 hours time in service thereafter, inspect the propeller pitch control system for play between the ball joint, P/N 7.5021-3, and the joint end, P/N 7.5021-1, in accordance with Partenavia Service Bulletin 37, Revision 2, dated November 22, 1978, or an FAA-approved equivalent. (b) If play is not found during the inspection required in paragraph (a) of this AD, return airplane to service. (c) If play is found during the inspection required in paragraph (a) of this AD, adjust the propeller pitch control system as necessary in accordance with Part I, "Instructions", of Partenavia Service Bulletin 37, Revision 2, dated November 22, 1978, or an FAA-approved equivalent, or install a new joint end, P/N 7.5021.1, and return to service. (d) The inspections required by this AD are no longer required with the installation of Partenavia Kit P/N 68-005 installed in accordance with Partenavia Service Instruction No. 2, dated July 14, 1978, or an FAA-approved equivalent. (e) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. The manufacturer's specifications and procedures identified and described 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 documents from the manufacturer may obtain copies upon request to Partenavia Costruzioni Aeronautiche S.p.A., Via Cava, Casoria - Naples, Italy. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment becomes effective April 2, 1981.
2024-14-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports that certain engine bleed air system (EBAS) T-Ducts may not conform to the type design due to a quality escape not detected during the manufacturing process on Rolls-Royce Trent XWB-75, Trent XWB-84, and Trent XWB-97 engines. This AD requires replacement of affected EBAS T-Ducts and limits the installation of affected parts under certain conditions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2016-25-31: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 and -300 series airplanes; Model A330-200 Freighter series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports of chafed wiring at the upper left corner of the cockpit door. The affected wire bundle was not grounded on the cockpit door frame. This AD requires modifying the cockpit door frame structure, installing bonding-leads to the upper cockpit door frame, and modifying the upper cockpit door plate cover. We are issuing this AD to address the unsafe condition on these products.
2016-25-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by reports of the accumulation of very fine particle deposits in the power control unit (PCU) electro-hydraulic servo valves (EHSVs) used in the flight control system; this accumulation caused degraded performance due to reduced EHSV internal hydraulic supply pressures, resulting in the display of PCU fault status messages from the engine indication and crew alerting system (EICAS). This AD requires installing markers to limit the hydraulic system fluid used to a specific brand, doing hydraulic fluid tests of the hydraulic systems, replacing hydraulic system fluid if necessary, and doing all applicable related investigative and corrective actions. We are issuing this AD to address the unsafe condition on these products.
96-23-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-215-1A10 series airplanes. This action requires a one-time inspection of the three DC generators to ensure that the extra unconnected bare copper wire is properly stowed. This amendment is prompted by reports indicating that unconnected bare copper wire, which was fitted inside of some DC generators installed on these airplanes, could cause a short circuit. The actions specified in this AD are intended to prevent a fire hazard that would be posed if a short circuit were to occur at this area in the presence of a combustible fuel-air mixture.
97-01-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A321 series airplanes. This action requires repetitive inspections to detect cracking and delamination of the doors that contain the left and right emergency evacuation slides located at certain emergency exits; and repair or replacement, if necessary. This action also requires the accomplishment of a modification that serves as terminating action for the repetitive inspections. This amendment is prompted by a report indicating that a slide aboard an airplane deployed during flight and consequently separated from the airplane. The actions specified in this AD are intended to prevent the loss of these slides during flight, which could make certain exits unusable in the event of an emergency, and also damage the empennage.
2016-25-26: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model MD-90-30 airplanes. This AD was prompted by reports of stick shaker activation at airspeeds that were above the stall protection system's stick shaker schedule. This AD requires installing angle-of-attack (AOA) sensor external case heaters on the existing AOA sensors, installing additional wires, and doing a functional test and applicable corrective actions. We are issuing this AD to address the unsafe condition on these products.