Results
2004-08-04: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and MD-11F airplanes, that requires repetitive inspections of the transfer pipe assembly installation for the tail tank for damage and cracks, and corrective action, if necessary. This action is necessary to detect and correct damage and cracks to the transfer pipe assembly installation for the tail tank, which could result in fuel leakage and possible ignition. This action is intended to address the identified unsafe condition.
70-23-04: 70-23-04 AEROSTAR: Amdt. 39-1109 as amended by Amendment 39-1270. Applies to Model 600 and 601 airplanes, Serial Numbers 60-0001 through 60-0056 and 61-0001 through 61-0070. Compliance required as indicated unless already accomplished. To prevent failure of the wing flap tracks, jamming of the ailerons and possible loss of lateral control, accomplish the following: a. Before further flight after the effective date of this AD, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed: (1) Install wing flap speed placard in accordance with Aerostar Service Bulletin No. 600-22A, dated August 12, 1970, or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA, Fort Worth, Texas. (2) Inspect flap tracks in accordance with Aerostar Service Bulletin 600-22A, dated August 12, 1970, or by an equivalent method approved by the Chief, Engineering and ManufacturingBranch, Southwest Region, FAA, Fort Worth, Texas. (3) If cracks are found, repair before further flight in accordance with Parts II, III and IV of Aerostar Service Bulletin 600-23, dated November 4, 1970, or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA, Fort Worth, Texas. b. At the next annual inspection, or within the next 100 hours' time in service, whichever comes first after the effective date of this AD, install Aerostar Kit No. SB 600-23-1 in accordance with Aerostar Service Bulletin No. 600-23, dated November 4, 1970, or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA, Fort Worth, Texas. NOTE: Additional holes must be drilled in the wing mount brackets (wing fairing rib) in accordance with Drawing No. A200094 before accomplishing item III A of SB 600-23. c. When the modification has been incorporated, the placard required by paragraph (a)above may be removed. Amendment 39-1109 became effective to all known owners of Aerostar Model 600 and 601 airplanes upon receipt of individual copies mailed November 6, 1970 and to all other persons on November 16, 1970. This Amendment 39-1270 becomes effective August 23, 1971.
2021-11-17: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (AHD) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, and EC135T3 helicopters. This AD was prompted by a report of increased control force in the collective axis. This AD requires a one-time visual inspection of the main rotor actuator (MRA), as specified in a European Aviation Safety Agency (now 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.
2021-14-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH Model MBB-BK 117 A-1, MBB-BK 117 A- 3, MBB-BK 117 A-4, MBB-BK 117 B-1, MBB-BK 117 B-2, and MBB-BK 117 C-1 helicopters. This AD was prompted by a report of sudden severe vibrations and a cracked open blade trailing edge caused by a loosened lead inner weight. This AD requires inspections to determine if any bolted main rotor blades are installed, and replacement of the affected main rotor blades. The FAA is issuing this AD to address the unsafe condition on these products.
2004-08-06: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited Model BAe 146-100A and -200A series airplanes, that requires an inspection to determine the part number of the inner links of the side stays for the main landing gear (MLG), and replacement of the inner links with new parts, if necessary. This action is necessary to prevent the failure of the MLG, which could result in damage to the airplane structure or injury to airplane occupants. This action is intended to address the identified unsafe condition.
2004-08-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-300 series airplanes, that requires a general visual inspection for clearance between the corners of the A1 galley and the aft pressure bulkhead, and corrective actions, if necessary. This amendment also requires modification of the A1 galley. This action is necessary to prevent interference of the A1 galley with the radial stiffener on the aft pressure bulkhead, which could result in fatigue crack propagation. Fatigue crack propagation could lead to possible rapid decompression of the airplane or to damage and/or interference with the airplane control systems that pass through the bulkhead and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
2019-24-16: The FAA is superseding Airworthiness Directive (AD) 2017-16- 08, which applied to certain Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW, and -100 ECJ airplanes; and Model ERJ 190-200 STD, -200 LR, and -200 IGW airplanes. AD 2017-16-08 required revising the existing maintenance or inspection program, as applicable, to incorporate more restrictive airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD also adds airplanes to the applicability. This AD was prompted by the FAA's determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2004-08-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Gulfstream Model G-IV series airplanes. For certain airplanes, this AD requires installation of an additional indicator located on the pilot's instrument panel in primary view of the flightcrew. The indicator will inform the flightcrew that the airplane main batteries are powering the direct current (DC) essential bus, which supplies power to vital communication and navigation equipment. For certain other airplanes, this AD will require the EICAS (Engine Instruments/Caution Advisory System) to be used for this indication. This action is necessary to ensure that the flightcrew is aware that an electrical system failure has occurred and that the airplane main batteries are powering the essential DC bus. If the flightcrew is unaware of this situation, action to stop depletion of the airplane batteries will not be taken, and critical communications and navigation equipment could fail. This action is intended to address the identified unsafe condition.
2016-20-14: We are 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 an evaluation by the design approval holder (DAH) indicating that certain fastener locations in the window corner surround structure are subject to widespread fatigue damage (WFD). This AD requires repetitive high frequency eddy current (HFEC) inspections for cracking in certain fastener locations in the window corner surround structure, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking around certain fastener locations that could cause multiple window corner skin cracks, which could result in rapid decompression and consequent loss of structural integrity of the airplane.
55-19-01: 55-19-01 HILLER: Applies to All UH-12, UH-12A, and UH-12B Model Helicopters. Compliance required as indicated. There have been several instances of cracking and failure of the tail boom rear bulkhead casting adjacent to the gearbox attachment holes. Cause of the cracking is not definitely known, but may be caused by flight loads or by damage incurred when the bulkhead is riveted to the tail boom. The following inspections are required: (1) Prior to the next flight and every 25 hours operating time thereafter, remove the tail rotor gearbox in accordance with the pertinent Hiller Service Manual. Inspect the tail boom rear bulkhead P/N 62201 for evidence of cracking, using dye or fluorescent penetrant methods. (2) Daily inspect the visible portions of the tail boom rear bulkhead P/N 62201 for visible evidence of cracking or failure. (3) If cracks or other damage are found during the above inspections, the P/N 62201 (magnesium) bulkhead must be scrapped andreplaced with the P/N 62202 (aluminum) bulkhead in accordance with Hiller Service Bulletin No. 49, revised August 23, 1955, prior to further flight. If a P/N 62202 bulkhead is not available, a new P/N 62201 bulkhead may be installed provided the inspections called for in paragraphs (1) and (2) are continued.
2024-17-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC225LP helicopters. This AD was prompted by a report of water in the oil of a main gearbox (MGB). This AD requires replacing certain main rotor (M/R) mast upper stops assembly screws. This AD also requires inspecting certain M/R mast cover plates and accomplishing MGB oil analyses and, depending on the results, taking corrective action. This AD prohibits installing certain M/R mast upper stops assembly screws, M/R masts with an affected M/R mast upper stops assembly screw installed, and used M/R mast cover plates on any helicopter. Lastly, this AD prohibits installing affected M/R masts unless the inspections are done. 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.
2016-20-06: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation Model G-1159, G-1159A, G-1159B, and G- IV airplanes. This AD requires revision of the maintenance or inspection program to establish the life limit of all elevator assemblies and skins on affected airplanes. This AD was [[Page 66802]] prompted by the need to establish life limits for certain elevator assemblies and skins. We are issuing this AD to prevent failure of the elevator assembly and consequent loss of control of the airplane.
57-14-01: 57-14-01 CONVAIR: Applies to All 240/340 Series Aircraft. Compliance required as soon as possible but not later than September 1, 1957, unless already accomplished. Investigation of a recent Convair Model 340 accident where the nose gear stuck in the retracted position showed failure of the nose landing gear drag strut pivot shaft sleeve, Convair P/N 240-5257112 to be the cause. Examination of the failed part showed that the 1.06-inch counterbore was drilled beyond acceptable limits, allowing a fatigue crack to develop at the relief radius undercut of the shoulder of the bearing surface at the threaded end. As a result of these findings the following inspection or equivalent method to determine that satisfactory parts are installed should be conducted on all Model 240/340 Series aircraft incorporating nose landing gear pivot shaft sleeve P/N 240-5257112. Inspection can be accomplished by removal of the forward left tunnel door at Station 52 for access to the threadedend of the sleeve. The threaded portion of the sleeve may be either 1 inch or 1.6 inches long. Using a depth gage through the pilot hole in the threaded end of the sleeve, measure the distance from the threaded end of the sleeve to the intersection of the pilot hole and the bottom of the 1.06-inch diameter counterbore made by the cutting surface of the counterbore drill. For sleeves with a long threaded end (1.6 inches) a minimum distance of 4.1 inches is permissible. On sleeves with a short threaded end (1.00 inch) a minimum distance of 3.5 inches is permissible. Any sleeve with dimensions less than specified above should either be replaced or be further inspected as outlined in the next paragraph. If it is desired to inspect the sleeve from the end opposite to the threaded end, the distance from the end of the sleeve to the intersection of the pilot hole and the bottom of the 1.06-inch counterbore hole should not exceed 8.38 inches. Parts found to be unsatisfactory as a result ofthe above inspections should be X-rayed or removed for further inspection and magnaflux. If the part shows no evidence of cracks and the material between the end of the counter drill 1.06-inch diameter hole and the relief radius undercut in the shoulder at the bearing surface is greater than 0.350 inch, the part has adequate strength and may be reinstalled. The 0.350-inch dimension is considered to be the perpendicular distance from the end of the counterbore. (Angle surface caused by the counterbore cutting surface and the relief radius cutout. Convair Service Airgram subject "Nose Landing Gear Pivot Shaft Sleeve" dated May 13, 1957, contains similar information.)
80-19-04: 80-19-04 LOCKHEED CALIFORNIA: Amendment 39-3909. Applies to Model L-1011-385- 1, -385-1-15, -385-3 airplanes, serial numbers listed below: 193G-1179, 193K-1024, 193K-1032, 193N-1083, 193N-1093, 193N-1094, 193N-1011, 193N-1102, 193N-1106, 193N-1132, 193N-1145, 193N-1146, 193N-1178, 193N-1182, 193V-1157, 193V-1159, 193V-1164, 193V-1165, 193V-1168, 193V-1174, 193W-1166, 193W-1172. Compliance required as indicated, unless already accomplished. To prevent fatigue damage to fuselage structure adjacent to C-3 cargo door accomplish the following: (a) Within 100 hours' time in service from the effective date of this AD, inspect the airplane structure adjacent to aft side of the C-3 cargo door for the presence of intercostals P/N 1551612-131 and 1551612-119 in accordance with paragraph 2.A and 2.B of Lockheed Alert Service Bulletin 093-53-A190 dated August 1, 1980. (b) If intercostals are missing, conduct a visual daily inspection of the aircraft adjacent structurein accordance with paragraph 2.C and 2.D of Lockheed Alert Service Bulletin 093-53-A190 dated August 1, 1980 until intercostals are installed. (c) If cracks are found during inspection per paragraph (b) above, repair in a manner approved by Chief, Aircraft Engineering Division, FAA Western Region. (d) Install intercostals P/N 1551612-131 and -119 within the next 800 flights from the effective date of this AD in accordance with paragraph 2.A of Lockheed Service Bulletin 093-53- 190 dated August 8, 1980. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of repairs required by this AD. (f) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective September 15, 1980.
2024-19-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, 777-200LR, 777-300ER, and 777F series airplanes. This AD was prompted by a report of potential latent failures of the lightning protection features for the engine fuel feed system. This AD requires repetitive inspections and bond resistance measurement of the bonding jumpers on the first fuel feed tube installed immediately forward of the wing front spar at each of the two engine locations, and applicable corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
2004-07-17: This amendment adopts a new airworthiness directive (AD), applicable to all CASA Model C-212 series airplanes, that requires rework of the nose landing gear (NLG); modification of the hydraulic steering system; a test of the cable tension for the nosewheel steering system when abnormal vibration occurs, and adjustment of the cable tension, if necessary; and a revision to the Limitations section of the airplane flight manual to include certain procedures to be performed during the takeoff run. This action is necessary to prevent failure of the auxiliary landing gear direction system, which could result in abnormal vibrations during takeoff and landing runs, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2004-07-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes. For some airplanes, this action requires replacing one 3-phase limiter block assembly, 6 current limiters, and hardware for 9 electrical cables with new parts. For other airplanes, this action requires inspecting 6 current limiters and 3 spare current limiters and replacing any defective current limiters with new current limiters. This action is necessary to prevent overheating of the terminal studs on the 3-phase limiter blocks and associated current limiters, which could cause a fire in the airplane. This action is intended to address the identified unsafe condition.
2004-07-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Mystere-Falcon 50, Mystere-Falcon 900, and Falcon 900 EX series airplanes, that requires installing a shield plate over the tank structure above the Stormscope antenna and replacing the Stormscope antenna plug connector with a new connector. This action is necessary to prevent puncture of the fuel tank in the event of a belly landing, which could result in a post-landing fire if fuel leaking from the tank makes contact with the sparks from the airplane sliding on the ground. This action is intended to address the identified unsafe condition.
2024-16-19: The FAA is adopting a new airworthiness directive (AD) for certain Bell Textron Inc. Model 212, 412, 412CF, and 412EP helicopters. This AD was prompted by reports of cracked tail boom attachment barrel nuts (barrel nuts). This AD requires replacing all steel alloy barrel nuts with nickel alloy barrel nuts, replacing or inspecting other tail boom attachment point hardware, repetitively inspecting torque, and repetitively replacing tail boom attachment bolts (bolts). This AD also prohibits installing steel alloy barrel nuts. The FAA is issuing this AD to address the unsafe condition on these products.
2016-19-15: We are adopting a new airworthiness directive (AD) for certain REIMS AVIATION S.A. Model F406 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 cracks found in the horizontal stabilizer rear attach structure and the vertical fin rear spar attach structure. We are issuing this AD to prevent structural failure of the horizontal stabilizer and/or the vertical fin rear spar attach structure, which could result in damage to the airplane and loss of control.
56-22-01: 56-22-01 HAMILTON STANDARD: Applies to all Hamilton Standard Aluminum Alloy Propeller Blades. Compliance required for 6507 blades before July 1, 1957; all other blades before January 1, 1958. Omission of EC776 cement as a prime coat under BB1007 in the cement sequence for adhering rubber accessories to Hamilton Standard aluminum blades as required by their Service Bulletins 210 and 217 has resulted in corrosion of the blade area under these parts. Although this corrosion does not necessarily appear severe to the naked eye, two instances of fatigue cracking of 6,507 blades on DC-4 type aircraft have been encountered and are believed to have originated from such corrosion. Remove the adhered rubber parts from all aluminum blades having fluid deicing boots, electric blade heaters, deicer troughs, or slip ring mounts excepting only those blades which have known histories of positive application of EC776 adjacent to the blade surface under BB1007 throughout the blade's entire life, or for at least the last 5,000 hours of operation. Inspect and rework uncovered areas in accordance with Hamilton Standard Service Bulletin No. 385. Where anodize inspection facilities are available, non-surface-treated blades and non- surface-treated areas of surface treated blades may be inspected and reworked in accordance with Hamilton Standard Service Bulletin No. 385B. Blades with excessive corrosion and/or cracks should be returned to Hamilton Standard for further evaluation. This directive is also applicable to aluminum blades which do not currently include the aforementioned adhered rubber parts, but formerly incorporated them without the EC776 application. (Hamilton Standard Service Bulletins Nos. 210, 217, 385, 385A, and 385B cover this same subject.)
80-13-03: 80-13-03 MOONEY: Amendment 39-3791. Applies to the following airplane models equipped with a Duke's Model 4140-00-19A electric emergency fuel pump: Model M20E (Serial Numbers 101 through 1217; 1219; 1221; 1223 through 1308; 670001 through 670062; 690001 through 690073; 700001 through 700039; 700041 through 700043; 700045 through 700052; 700055; 700056; 700060; 700061; 21-0001 through 21-0060; and 21-1161 through 21-1180); Model M20F (Serial Numbers 660002 through 660004; 670001 through 670363; 670365 through 670385; 670387 through 670482; 670484 through 670539; 680001 through 680206; 690003 through 690090; 690092; 700001 through 700061; 700063 through 700066; 700070 through 700072; 22-0001 through 22-0078; and 22-1179 through 22-1438); Model M20J (Serial Numbers 24-0002 through 24-1030) airplanes. (Airworthiness Directive Docket No. 80-ASW-26.) Compliance is required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. To prevent loss of both fuel pumps, accomplish the following: (a) Install an Air-Maze Model No. 00736ASSYR9W1822 fuel filter in accordance with Mooney Service Bulletin No. M20-222, "Installation of Inline Fuel Filter Between Dukes Auxiliary Fuel Pump and Engine Driven Pump," dated April 21, 1980, or FAA-approved equivalent. NOTE: As an approved alternate to installing the Air-Maze fuel filter, as required by paragraph (a) above, the Dukes Model 4140-00-19A fuel pump can be replaced by a Dukes Model 1499-00-19 fuel pump. (b) Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly airplanes to a base where this AD can be accomplished. (c) Any alternate equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. 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 the Service Parts Department, Mooney Aircraft Corporation, Post Office Box 72, Kerrville, Texas 78028. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at the 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 their headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective June 20, 1980.
2016-20-05: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. This AD requires an inspection to identify the type of fasteners installed on the upper longerons and upper fittings of the engine mounting structure (EMS), an inspection for discrepancies of certain fasteners, and corrective action if necessary. This AD was prompted by the discovery of blind fasteners installed in EMS upper fittings that do not meet the type design. We are issuing this AD to detect and correct discrepancies of blind fasteners that could cause crack development and vibration in the engine mount structure, which could lead to failure of the affected engine-mount-to-airplane structural connection and resultant detachment of an engine from the airplane when both sides of a nacelle are affected.
75-24-10: 75-24-10 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-2433. Applies to DH-114 "Heron" airplanes, Serial Numbers up to and including 14093 and Serial Number 14098, certificated in all categories, which have not been altered in accordance with Hawker Siddeley Modification 843. Compliance is required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the wing structure, accomplish the following: (a) Inspect the inboard sections of the left and right wing main spar upper and lower flanges for cracks in accordance with the X-ray technique described in Appendix I, Issue 2, as amended June 16, 1975, of Hawker Siddeley Technical News Sheet (T.N.S.) No. W.6, Issue 3, dated March 17, 1975, or an FAA-approved equivalent inspection. (b) If any cracks are detected in a spar joint as a result of the inspection required by paragraph (a) of this AD, before further flight, repair the joint in accordance with the appropriate part of Appendix 2 of Hawker Siddeley Technical News Sheet (T.N.S.) No. W. 6, Issue 3, dated March 17, 1975, or an FAA-approved equivalent. (c) Upon compliance with paragraph (a) of this AD, it is requested that copies of the X-rays or of the results of the FAA-approved equivalent inspection be forwarded to DOT/FAA, Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by the Bureau of the Budget under B.O.B. No. 04-RO174). This amendment becomes effective December 1, 1975.
2016-19-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report of uncommanded movement by a captain's seat during a landing rollout due to a failure in the seat horizontal actuator. This AD requires repetitive tests of the captain and first officer seat assemblies for proper operation, and corrective action if necessary. This AD also requires installation of new captain and first officer seat assemblies, which terminates the repetitive tests. We are issuing this AD to prevent a seat actuator clutch failure, which could result in a loss of seat locking and uncommanded motion of the captain's or first officer's seat; uncommanded seat movement could result in reduced controllability of the airplane.