Results
2015-02-26: We are superseding Airworthiness Directive (AD) 2013-24-13 for certain The Boeing Company Model 737-100, -200, -200C, -300, \n\n((Page 5916)) \n\n-400, -500, -600, -700, -700C, -800, and -900 series airplanes. AD 2013-24-13 required replacing the pivot link assembly for certain airplanes, replacing the seat track link assemblies or modifying the existing seat track link assembly for certain airplanes, or modifying the existing seat track link assembly fastener for certain other airplanes. AD 2013-24-13 also required inspecting, changing, or repairing the seat track link assembly for certain other airplanes. Since we issued AD 2013-24-13, a certain paragraph reference in that AD was found to be mis-identified; this AD corrects this paragraph reference. We are issuing this AD to prevent seat detachment in an emergency landing, which could cause injury to occupants of the passenger compartment and affect emergency egress.
2015-02-07: We are adopting a new airworthiness directive (AD) for certain serial number (S/N) Lycoming Engines reciprocating engines. This AD was prompted by propeller governor shaft set screws coming loose due to improper installation. We are issuing this AD to prevent the propeller governor shaft set screw from coming loose, causing damage to the engine and damage to the airplane.
2015-02-23: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, and CL-601-3R Variants) airplanes. This AD requires repetitive inspections for fractured or incorrectly oriented fasteners on the inboard flap hinge-box forward fittings on both wings, and replacement of all fasteners, if necessary. This AD was prompted by several reports of incorrectly oriented and fractured fasteners found on the inboard flap hinge-box forward fitting at wing station (WS) 76.50. We are issuing this AD to detect and correct incorrectly oriented or fractured fasteners, which could result in detachment of the flap hinge-box and the flap surface, and consequent reduced controllability of the airplane.
2015-02-22: We are superseding airworthiness directive (AD) 2012-14-06 for certain Rolls-Royce Corporation (RRC) 250-C20, -C20B, and -C20R/2 turboshaft engines. AD 2012-14-06 required a one-time visual inspection and fluorescent-penetrant inspection (FPI) on certain 3rd-stage and 4th-stage turbine wheels for cracks in the turbine blades. This new AD replaces the one-time visual inspection and FPI with repetitive visual inspections and FPIs. This AD also adds certain engine models to the applicability. This AD was prompted by the determination that the one- time inspections required by AD 2012-14-06 should be changed to repetitive inspections. We are issuing this AD to prevent failure of 3rd-stage and 4th-stage turbine wheel blades, which could cause engine failure and damage to the aircraft.
2020-22-18: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Corporation (RRC) AE 2100A, AE 2100D2, AE 2100D2A, and AE 2100P model turboprop engines. This AD was prompted by a report of a propeller gearbox (PGB) development test conducted by the manufacturer, in which high vibration occurred due to a fatigue crack that initiated in the PGB shaft and carrier assembly. This AD requires assignment of usage hours to the PGB shaft and carrier assembly at the next engine shop visit and replacement of PGB shaft and carrier assemblies prior to exceeding the new life limits established by the manufacturer. The FAA is issuing this AD to address the unsafe condition on these products.
2015-02-06: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B16 (CL-604 Variant) airplanes. This AD was prompted by reports of loose, broken, or backed-out spur gear bolts on the horizontal stabilizer trim actuator (HSTA). This AD requires a revision to the airplane flight manual, a revision to the maintenance or inspection program, as applicable, and replacement of HSTAs having certain part numbers. We are issuing this AD to detect and correct loose spur gear bolts on the HSTA, which, if combined with the failure of the primary load path, could lead to failure of the HSTA and subsequent loss of the airplane.
2015-02-13: We are adopting a new airworthiness directive (AD) for all Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135ER, - 135KE, -135KL, -135LR, -145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD was prompted by a determination of the need to revise the airplane airworthiness limitations related to the pylon yokes I and II, and the skin panel of the windshield pillar. This AD requires revising the maintenance or inspection program, as applicable. We are issuing this AD to prevent fatigue cracking of various structural elements, which could affect the structural integrity of the airplane.
2003-14-19: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters that requires removing certain main servocontrols and replacing them with servocontrols that do not fall within the "Applicability" of this AD at specified intervals. This amendment is prompted by the discovery of an incorrect tightening torque load found on servocontrols that were overhauled by Hawker Pacific Aerospace. The actions specified by this AD are intended to prevent thread failure, separation of the upper end fitting that attaches the servocontrol cylinder to the upper ball end- fitting, and subsequent loss of control of the helicopter.
2015-02-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of two in-service incidents where one side of the main landing gear (MLG) did not achieve down-lock. This AD requires doing a detailed inspection of the apex joints of the stabilizer brace lock link in the MLG for clearance; rectifying and repairing the clearance gap, if necessary; and lubricating the apex joints of the stabilizer brace lock link in the MLG. We are issuing this AD to detect and correct insufficiently greased stabilizer brace lock linkage of the MLG and over-torqued lock linkage attachment bolts, which could lead to the failure to extend and down-lock the MLG, and could affect the safe landing of the airplane.
2015-02-16: We are superseding Airworthiness Directive (AD) 2009-06-06 for all Airbus Model A310 and A300-600 series airplanes. AD 2009-06-06 required revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations and maintenance tasks for aging systems maintenance. This new AD requires revising the maintenance or inspection program to incorporate new maintenance requirements and airworthiness limitations. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. We are issuing this AD to prevent reduced structural integrity and reduced control of these airplanes due to the failure of system components.
59-23-03: 59-23-03 FAIRCHILD: Applies to F-27 Series aircraft Serial Numbers 1 to 63 inclusive. Compliance required not later than December 1, 1959. (a) The present cartridge unit in the fire extinguisher system has been found to be unreliable above 20,000 feet. Modified cartridge units must therefore be installed to insure reliability above 20,000 feet. (b) Remove four Fenwal fire extinguisher cartridge units, P/N 690202-2, attached to main and reserve fire extinguisher bottles located in left and right nacelles, and replace with new Fenwal fire extinguisher cartridge units, P/N 6900202-3. (Fairchild F-27 Service Bulletin No. 26-1 covers this same subject.)
2025-05-02: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) Model CT7-5A2, CT7-5A3, CT7-7A, CT7-7A1, CT7-9B, CT7-9B1, CT7-9B2, CT7-9C, CT7-9C3, CT7-9D, and CT7-9D2 engines. This AD was prompted by the manufacturer's determination that certain GE Model CT7 fleets have affected cooling plates installed that do not meet lifing guidelines. This AD requires replacement of the stage 1 turbine forward cooling plate and the stage 2 turbine aft cooling plate. The FAA is issuing this AD to address the unsafe condition on these products.
2015-02-10: We are adopting a new airworthiness directive (AD) for Viking Air Limited Models DHC-2 Mk. I, DHC-2 Mk. II, and DHC-2 Mk. III airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as failed locknuts on the horizontal stabilizer attach bracket. We are issuing this AD to require actions to address the unsafe condition on these products.
2014-23-15: We are superseding Airworthiness Directive (AD) AD 2011-14-06 for all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2011-14-06 required revising the maintenance program. This new AD requires revising the maintenance program to incorporate new, more restrictive limitations. This AD was prompted by the determination that more restrictive limitations are necessary. We are issuing this AD to prevent fatigue cracking, accidental damage, or corrosion in principal structural elements, and possible failure of certain life limited parts, which could result in reduced structural integrity of the airplane.
69-08-08: 69-08-08 FAIRCHILD HILLER: Amdt. 39-753. Applies to UH-12D, UH-12E, UH- 12E-L, UH-12L and UH-12L4 type helicopters certified in all categories, with P/N 55046 and P/N 55046-5 tail rotor yokes. Compliance required as indicated. To prevent fatigue failures of the tail rotor yoke, P/N 55046 and P/N 55046-5 accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, conduct a magnetic-particle inspection and a measurement of the tail rotor yoke fillet radius as shown in Figure 1 in Fairchild Hiller Service Letters SL-UH-12L- 55-1 and SL-UH-12D thru G-55-1 dated March 20, 1969. (1) If a crack is found, or if the measured fillet radius is less than 0.030 inches, remove the tail rotor yoke from service prior to further flight. (2) If the measured fillet radius is 0.030 inches or larger but less than 0.050 inches, the yoke may continue in service provided that magnetic-particle inspections are conducted after the inspection required in paragraph (a) at intervals not to exceed 50 hours time in service from the last inspection. Remove cracked yokes from service prior to further flight. Remove from service tail rotor yokes having a fillet radius 0.030 inches or larger but less than 0.050 inches within 250 hours time in service from the effective date of this AD. The service life limit of 2500 hours for the tail rotor yokes of UH-12E-L, UH-12L and UH-12L4 helicopters must not be exceeded. (b) Replacement parts must be tail rotor yokes having a fillet radius of at least 0.050 inches. This amendment is effective April 23, 1969.
2014-26-08: We are superseding Airworthiness Directive (AD) 2011-13-09 for all Airbus Model A330-200, -200F, and -300 series airplanes. AD 2011- 13-09 required revising the maintenance program to incorporate new limitations and maintenance tasks for certain certification management requirements (CMRs). This new AD requires revising the maintenance or inspection program to incorporate new maintenance requirements and airworthiness limitations. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. We are issuing this AD to prevent safety-significant latent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition.
2015-01-03: We are adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Model PC-7 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 possible cracking from stress corrosion on various parts of the airplane structure made of aluminum alloy AA2024-T351. We are issuing this AD to require actions to address the unsafe condition on these products.
75-17-02: 75-17-02 BRITISH AIRCRAFT CORPORATION: Amendment 39-2304. Applies to BAC Viscount Model 700 and 810 series airplanes. Compliance is required as indicated. To prevent high resistance at aluminum cable assembly terminations rated at 35 amperes and above, and at generator main ground cable assembly terminations, accomplish the following: (a) Within the next 500 hours' time in service, or 6 months after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed 3 years from the date of the last inspection, inspect all aluminum cables and cable assemblies rated at 35 amperes and above, except generator main ground cable assemblies, for overheating, corrosion, cable conductor strand fracture, and loose bolted joints, in accordance with BAC Alert PTL No. 289, dated July 12, 1972 (700 Series), and BAC Alert PTL No. 157, dated July 12, 1972 (810 Series), or FAA-approved equivalents, respectively. (b) If cables or cable assemblies are found to be overheated, or corroded, or to have cable conductor strand fractions, or loose bolted joints during an inspection required by paragraph (a), before further flight, repair in accordance with BAC Alert PTL No. 289, dated July 12, 1972 (700 Series), and BAC Alert PTL No. 157, dated July 12, 1972 (810 series), or FAA-approved equivalents, respectively, or replace with an equivalent new cable or cable assembly. (c) Within the next 500 hours time in service or 6 months after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed 1 year from the date of the last inspection, inspect all generator main ground cable assemblies for overheating, corrosion, cable conductor strand fracture, and loose bolted joints, in accordance with BAC Alert PTL No. 288, dated July 12, 1972 (700 Series), and BAC Alert PTL No. 156 dated July 12, 1972 (810 Series), or FAA-approved equivalents, respectively. (d) If generator main ground cable assemblies arefound to be overheated, or corroded, or to have cable conductor strand fractures, or loose bolted joints during an inspection required by paragraph (c), before further flight, repair in accordance with BAC Alert PTL No. 288, dated July 12, 1972 (700 Series), and BAC Alert PTL No. 156, dated July 12, 1972 (810 Series), or FAA-approved equivalents, respectively, or replace with an equivalent new cable assembly. (e) Before the accumulation of 3 years total time in service, or within the next year after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 5 years, replace generator main ground cable assemblies with serviceable cable assemblies that comply with the same standard. This amendment becomes effective August 15, 1975.
73-26-07 R3: 73-26-07 R3 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-1761 as amended by Amendments 39-1778 and 39-2954 is further amended by Amendment 39-3850. Applies to Model TPE331-1, -2, -3, -5, -6, -25, -29, -43, -45, -47, -51, -55, -57, -61, and TSE331-3 Series Engines. Compliance required as indicated. To detect abnormal wear of the fuel pump shaft internal drive splines and coupling shaft external splines, accomplish the following: (a) Model TPE331-3, -5, -6, and TSE331-3 Series engines which contain the grease lubricated fuel pump drive coupling spline configuration. (1) Clean, visually inspect, and lubricate the pump and coupling shaft drive splines of all engines with more than 200 hours time in service, within the next 25 hours additional time in service, unless previously accomplished within the last 375 hours time in service, and at intervals not to exceed 400 hours time in service thereafter, per the instructions and procedures described in AiResearch Service Bulletin TPE331-72-0027, Revision 4, dated November 30, 1973, or later FAA-approved revisions. If the extent of the wear is observed to exceed .003 inch, either replace the shaft with a new P/N 869911-3, or perform the additional dimensional inspection described in the Service Bulletin. If the latter inspection indicates wear beyond .005 inch, the shaft must be replaced prior to further flight. (Note: Drive Couplings, P/N 869911-1 or -2 and 895216-1, found in a serviceable condition, may be continued in service.) (2) For engines with less than 200 hours time in service since new or overhaul, clean, visually inspect and lubricate the engine by the procedures described in (a)(1) above, within 25 hours time in service after the effective date of this AD, or, prior to exceeding 200 hours time in service, whichever occurs later, and at intervals not to exceed 400 hours time in service thereafter. Replace shafts as required by the inspections. (b) Model TPE331-1, -2, -25, -29, -43, -45, -47, -51, -55, -57 and -61 Series engines which contain the grease lubricated fuel pump drive coupling spline configuration. (1) Clean, visually inspect, and lubricate the pump and coupling shaft drive splines of all engines with more than 200 hours time in service, within the next 25 hours additional time in service, unless previously accomplished within the last 775 hours, and at intervals not to exceed 800 hours time in service thereafter, per the instructions and procedures described in AiResearch Service Bulletin TPE331-72-0027, Revision 4, dated November 30, 1973, or later FAA-approved revisions. If the extent of wear is observed to exceed .003 inch, either replace the shaft with a new P/N 869911-3, or perform the additional dimensional inspection described in the Service Bulletin. If the latter inspection indicates wear beyond .005 inch, the shaft must be replaced prior to further flight. (Note: Drive Couplings, P/N 869911-1 or -2 and 895216-1, found in a serviceable condition, may be continued in service.) (2) For engines with less than 200 hours time in service since new or overhaul, clean, visually inspect and lubricate the engine by the procedures described in (b)(1) above, within 25 hours time in service after the effective date of this AD, or, prior to exceeding 200 hours time in service, whichever occurs later, and at intervals not to exceed 800 hours time in service thereafter. Replace shafts as required by the inspections. (c) If either the fuel pump, oil pump, or couplings defined in (a)(1) or (b)(1) above are replaced for any reason, a serviceable Drive Coupling, P/N 869911-3, or later FAA approved designs must be installed. (d) The initial and recurring cleaning, visual inspection and lubrication of the fuel pump and coupling shaft drive splines described in paragraph (a) and (b) above may be discontinued after incorporation of improved fuel pump shaft alignment features described in AiResearchService Bulletin TPE/TSE331-73-0051 dated April 29, 1977; TPE331-73-0054 dated April 29, 1977; TPE331-73-0056 dated May 6, 1977; or TPE331-73-0091 dated October 11, 1979; or later FAA approved revisions (as appropriate for various engine models). (e) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. (f) Special flight permits may be issued per FAR's 21.197 and 21.199 to authorize operation of aircraft to a base where these inspections or modifications required by this AD may be performed. Amendment 39-1761 became effective January 28, 1974. Amendment 39-1778 became effective February 1, 1974. Amendment 39-2954 became effective July 11, 1977. This Amendment 39-3850 becomes effective July 31, 1980.
2014-26-53: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-115, A319-133, A320-214, A320-232, and A320-233 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires repetitive detailed visual inspections to detect discrepancies of the wing lower skin surface and inboard main landing gear (MLG) support rib lower flange location fasteners and, depending on findings, accomplishment of applicable corrective action(s). This AD was prompted by reports of failure of certain fasteners located at the wing lower skin surface and inboard MLG support rib lower flange. We are issuing this AD to detect and correct discrepancies of the fasteners at the external surface of the lower wing skin and inboard MLG support rib lower flange, which could result in an airplane not meeting its maximum loads expected in service. This condition could result in structural failure.
2015-01-01: We are superseding Airworthiness Directive (AD) 2011-09-11, for certain The Boeing Company Model 777-200 and -300 series airplanes. AD 2011-09-11 required repetitive inspections for hydraulic fluid contamination of the interior of the strut disconnect assembly; repetitive inspections for discrepancies of the interior of the strut disconnect assembly, if necessary; repetitive inspections of the exterior of the strut disconnect assembly for cracks, if necessary; corrective action if necessary; and an optional terminating action for the inspections. This new AD adds, for certain airplanes, an inspection of the side and top cover plates to determine if all cover plate attach fasteners have been installed, and installing any missing fasteners including doing an inspection for damage, and repair if necessary. This AD was prompted by reports of side and top cover plates installed with missing fastener bolts, which results in an unsealed opening on the system disconnect assembly. We are issuing this AD to detect and correct hydraulic fluid contamination, which can cause cracking of titanium parts in the system disconnect assembly; and also to detect and correct missing fasteners, which results in unsealed openings on the system disconnect assembly. Both unsafe conditions can compromise the engine firewall and result in fire hazards for both the engine compartment and the strut.
74-16-03: 74-16-03 BEECH: Amendment 39-1907. Applies to 99 series airplanes (Serial Numbers U-1 through U-151) and 100 and A100 series (Serial Numbers B-1 through B-177) airplanes. \n\n\tCompliance: Required as indicated unless already accomplished. \n\n\tTo prevent restricted elevator travel, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: \n\n\tA)\tIn accordance with the attached sketch and Part II of Beech Service Instruction 0618-152 or subsequent revisions, remove the elevator stop bolts and drill a .046 inch diameter hole in each bolt, or in the alternative, replace the bolts with NAS 428H4-7 bolts which have predrilled heads. Drill a .062 inch diameter hole in each stop bolt mount. Reinstall and safety the installation in accordance with said service instructions. \n\n\tB)\tAny equivalent method of compliance with this AD must be approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tNOTE: Beechcraft Service Instruction 0618-152 replaces Beechcraft Service Instruction 0374-152, Rev. I and Beechcraft Service Instruction 0455-152, Rev. I. \n\n\tThis amendment supersedes AD 71-26-02, Amendment 39-1364. \n\n\tThis amendment becomes effective August 6, 1974.
2025-04-01: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by two engine fan blade-out (FBO) events that resulted in the separation of engine inlet cowl and fan cowl parts from the airplane. In one event, fan cowl parts damaged the fuselage, which caused loss of pressurization and subsequent emergency descent. This AD requires replacing specified inlet cowl aft bulkhead fasteners for certain airplanes; for certain other airplanes, inspecting the inlet cowl aft bulkhead fastener and replacing the fasteners if rivets are found, and, for all airplanes, replacement of the crushable spacers used in the attachment of the inlet cowl to the engine fan case; or as an option, installing a serviceable inlet cowl. This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate new airworthiness limitations (AWLs). The FAA is issuing this AD to address the unsafe condition on these products.
2018-08-03: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 787-8 and 787-9 airplanes powered by Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000- J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines. This AD requires revising the airplane flight manual to limit extended operations (ETOPS). This AD was prompted by a report from the engine manufacturer indicating that after an engine failure, prolonged operation at high thrust settings on the remaining engine during an ETOPS diversion may result in failure of the remaining engine before the diversion can be safely completed. We are issuing this AD to address the unsafe condition on these products.
2014-25-52: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, -200, and -300 series airplanes and Model A340-200, -300, -500, and -600 series airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires revising the airplane flight manual to advise the flightcrew of emergency procedures for abnormal Alpha Protection (Alpha Prot). This AD was prompted by a report of Angle of Attack (AoA) probes jamming on an in-service Airbus Model A321 airplane. We are issuing this AD to ensure that the flightcrew has procedures to counteract the pitch down order due to abnormal activation of the Alpha Prot. An abnormal Alpha Prot, if not corrected, could result in loss of control of the airplane.