Results
2006-15-11: The FAA is adopting a new airworthiness directive (AD) for certain CASA Model C-212-CC airplanes. This AD restricts the operation of the airplane to carrying either passengers or cargo (but not both) in the same compartment, unless the airplane is modified to include an approved protective liner between the passengers and the cargo. This AD results from our determination that affected airplanes, when carrying both cargo and passengers in the same compartment, cannot achieve the required level of performance. We are issuing this AD to prevent a hazardous quantity of smoke, flames, and/or fire extinguishing agent from the cargo compartment from entering a compartment occupied by passengers or crew.
2021-02-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report that certain retaining rings could cause damage to frame forks, brackets and edge frames, and their surface protection; subsequent investigation showed that the depth of the frame fork spotfacing on structural parts is inadequate to accommodate the retaining ring. This AD requires repetitive inspections of certain areas of each cargo door for damage and corrective action. This AD also provides an optional terminating modification, 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.
2006-15-07: We are adopting a new airworthiness directive (AD) for certain Mitsubishi Heavy Industries, Ltd. (MHI) MU-2B series airplanes. This AD requires you to incorporate text from the service information into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This AD results from a recent safety evaluation that used a data-driven approach to analyze the design, operation, and maintenance of the MU-2B series airplanes in order to determine their safety and define what steps, if any, are necessary for their safe operation. Part of that evaluation was the identification of unsafe conditions that exist or could develop on the affected type design airplanes. Field reports indicate an unsafe condition of improper rigging and/or adjustment of the propeller feathering linkage. Service centers found the unsafe condition during inspections. We are issuing this AD to detect and correct improper rigging of the propeller feathering linkage. The above issue, if uncorrected,could result in degraded performance and poor handling qualities with consequent loss of control of the airplane.
54-09-01: 54-09-01 RANGER: Applies to All 6-440-C Series Engine Models. To be accomplished as indicated. To preclude the failure of carburetor hotspot heater assembly P/N 7683, 7697, 7699 or 7708, due to corrosion from accumulations of exhaust products which in some instances have been found to completely close the inner passages, the following inspection should be accomplished by July 31, 1954, and additionally, as indicated below: 1. Remove the manifold pipes and inspect the hotspot casting for cracks on both the outside surfaces and the inside carburetor air passages, particularly at the bottom. 2. If no cracks are evident, the hotspot may be replaced with the hot air supply blocked off, per Ranger Engine Service Bulletin No. 91. Since no appreciable benefit in icing protection is provided by the use of the hotspot, it will be permissible to operate the engine with the hotspot blocked off. If the hotspot is blocked off, it is suggested that hot lubricating oil be applied to coatthoroughly the internal passage walls formerly used for exhaust gas circulation through the hotspot; this will tend to retard further corrosion. 3. If it is desired to continue to use a heated hotspot, it should be checked initially, and at 400-hour intervals to ascertain that the hot air passages are unobstructed with carbon or other exhaust gas products. This can most easily be accomplished by blocking off one hot air boss with a plate and pouring into the other hot air passage, 120 cc's of oil or gasoline. If this will not all be contained in the hotspot casting, a new hotspot casting should be utilized since no satisfactory method is known whereby all of the deposits can be removed. 4. If the hotspot has been used unheated since the last overhaul, only the initial inspection in 1. need be performed before normal overhaul.
2021-02-06: The FAA is superseding Airworthiness Directive (AD) 2019-02- 03, which applied to all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. AD 2019-02-03 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD retains the requirements of AD 2019-02-03 and requires incorporation of an airworthiness limitation that applies only to certain airplanes. This AD also requires replacing or modifying certain engine fire control panels, which terminates the revised airworthiness limitation added in this final rule when a certain condition is met. Since the FAA issued AD 2019-02-03, the manufacturer has developed a new fire handle design that will eliminate the need for the airworthiness limitations required by AD 2019-02-03. The FAA is issuing this AD to address the unsafe condition on these products.
2018-14-12: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) GEnx-1B engines. This AD was prompted by a report of a center vent tube (CVT) failure leading to a loss of oil pressure and subsequent in-flight engine shutdown. This AD requires removal of an affected extension duct and replacing it with a part eligible for installation. We are issuing this AD to address the unsafe condition on these products.
2006-15-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 series airplanes and all Model A300-600 and A310 series airplanes. That AD currently requires repetitive inspections of the pitch trim system to detect continuity defects in the autotrim function, and follow-on corrective actions if necessary. For certain airplanes, this new AD requires replacing the flight augmentation computers (FACs) with new improved FACs. This AD also revises the applicability of the existing AD. This AD results from the development of a final action intended to address the unsafe condition. We are issuing this AD to prevent a sudden change in pitch due to an out-of-trim condition combined with an autopilot disconnect, which could result in reduced controllability of the airplane.
57-16-02: 57-16-02 DOUGLAS: Applies to All DC-7 Series Aircraft Prior to Fuselage No. 697. \n\n\tCompliance required as indicated. \n\n\tAn operator recently experienced a failure in the threaded area of the forward end of the rudder tab push-pull tube P/N 3483231, which resulted in a declared emergency and unscheduled landing due to loss of rudder control. Investigation reveals that tubes reamed to accommodate the end fittings are unsatisfactory. Also, it has been determined that many rudder tab push tube assemblies, P/N's 3593396, 3593396-501, as well as 3483231, have been reamed in order to accommodate the end fittings. \n\n\tOn all aircraft on which the above-mentioned assemblies have 5,000 hours of operation or more an inspection must be conducted within the next 300-hour operation, unless already accomplished, to determine whether the rods have been reamed and for signs of failure of the tube and end fittings. All assemblies found cracked and those reamed in excess of the limits outlined in Douglas Service Bulletin DC-7 No. 181 reissued February 8, 1957, must be replaced. Unless disassembled, x-ray is believed to be the only reliable means of verifying whether the tubes have been reamed in excess of the limits specified by Douglas. \n\n\tAll assemblies not cracked and are not reamed in excess of the limits specified in the Douglas Service Bulletin must be visually reinspected at periods not to exceed 300 hours of operation until they are replaced with new push-pull tube assembly, P/N 3593396, which have been manufactured without resorting to reaming. \n\n\t(Douglas Service Bulletin DC-7 No. 68, reissued February 8, 1957, describes the modifications required to install P/N 3593396 on those aircraft that presently incorporate P/N 3483231.) \n\n\tThis supersedes AD 56-24-3.
66-27-06: 66-27-06 GRUMMAN: Amdt. 39-296 is further amended by Amendment 39-2452. Applies to Models G-164 and G-164A Airplanes that have elevators with Serial Number 461 and Below. Compliance required as indicated. To prevent failure of the elevator torque tube due to cracks, accomplish the following: (a) For airplanes with 1,000 or more hours' time in service on April 22, 1966, comply with (d) within the next 25 hours' time in service after April 22, 1966, and at intervals not to exceed 100 hours' time in service from the last inspection until modified in accordance with (f). (b) For airplanes with 500 or more but less than 1,000 hours' time in service on April 22, 1966, comply with (d) within the next 100 hours' time in service after April 22, 1966, or before the accumulation of 1,025 hours' time in service whichever occurs first, and at intervals not to exceed 100 hours' time in service from the last inspection until modified in accordance with (f). (c) For airplanes with less than 500 hours' time in service on April 22, 1966, comply with (d) before the accumulation of 600 hours' time in service and at intervals not to exceed 100 hours' time in service from the last inspection until modified in accordance with (f). (d) Remove two inboard blind rivets that attach the elevator leading edge skin cover, to the right-hand elevator torque tube. Visually inspect the torque tube for cracks where inboard elevator rib, is welded to the torque tube and between the two inboard blind rivets. If no cracks are found, install new rivets before further flight. If cracks are found, comply with (f) before further flight. (e) Within the next 25 hours in service after the effective date of the amendment, unless already accomplished within the last 75 hours in service, visually inspect the lefthand elevator torque tube for cracks where the inboard rib is welded to the torque tube. This inspection must be repeated at intervals of 100 hours until the aircraft is altered in accordance with paragraph (f). (f) Modify torque tube in accordance with Grumman Model G-164 Alert Service Bulletin No. 33, dated March 8, 1966, or later FAA-approved revision, or an equivalent approved by an FAA Aircraft Engineering Division or Engineering and Manufacturing Branch. This supersedes AD 66-11-01. Amendment 39-296 was effective October 29, 1966. This amendment, 39-2452 is effective December 16, 1975.
2000-06-11: This amendment adopts a new airworthiness directive (AD), applicable to Turbomeca Makila 1 series turboshaft engines, that requires a one-time visual inspection of the scavenge and lubrication systems for obstruction due to coke deposits, then reconditioning of the engine oil system prior to return to service. This amendment is prompted by a report of an in-flight engine shutdown due to roller bearings contaminated by certain types of detergent oil. The actions specified by the proposed AD are intended to prevent in-flight engine shutdown due to roller bearing failure following oil contamination.