Results
2025-02-10: The FAA is adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport R[eacute]gional Model ATR42 and ATR72 airplanes. This AD was prompted by a report that a flight deck emergency escape hatch was difficult to open due to the hose ends being connected to the hatch with incorrect parts and/or installed collars with a too- small diameter that would not permit the drain hose to slide inside. This AD requires inspection of the flight deck emergency escape hatch drain hose for discrepancies and applicable corrective actions, and prohibits accomplishment of maintenance actions using the instructions of certain maintenance tasks, 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.
2015-13-04: We are superseding airworthiness directive (AD) 2014-19-05 for all Turbomeca S.A. Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K1, 1S, 1S1, 2B, 2B1, 2C, 2C1, 2C2, 2S1, and 2S2 turboshaft engines. AD 2014-19-05 required an initial one-time vibration check of the engine accessory gearbox (AGB) on certain Arriel 1 and Arriel 2 model engines, and repetitive vibration checks for all Arriel 1 and Arriel 2 engines. This AD was prompted by our determination that we incorrectly identified technical references in AD 2014-19-05. We are issuing this AD to prevent failure of the engine AGB, which could lead to in-flight shutdown and damage to the engine, which may result in damage to the aircraft.
2015-15-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of wear of the trimmable horizontal stabilizer actuator (THSA). This AD requires repetitive inspections of the THSA for damage, and replacement if necessary; and replacement of the THSA after reaching a certain life limit. We are issuing this AD to detect and correct wear on the THSA, which would reduce the remaining life of the THSA, possibly resulting in premature failure and consequent reduced control of the airplane.
2001-26-13: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Model PC-7 airplanes. This AD requires you to inspect the landing-gear emergency-extension cable for damage and replace if necessary; verify the correct installation of the bowden-cable conduit clamp and correct if necessary; and modify the temperature-control lever mechanism. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent the malfunction of the emergency landing-gear extension system. Insufficient clearance between the temperature-control lever mechanism and the landing-gear emergency-extension cable could result in damage to the emergency landing gear extension cable, or the cable could get caught on the temperature control lever. Damage to, or interference with, the landing-gear emergency-extension cable could lead to a malfunction of the emergency landing-gear extension system.
2001-26-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires a one-time inspection of the forward and aft lower bogies of the left- and right-hand sliding windows of the flightcrew compartment for the presence of a lock pin. If the lock pin is missing, this amendment requires corrective action. This action is necessary to prevent the inability of the flightcrew to open the left- or right-hand sliding window for evacuation in an emergency, due to a window jamming in the closed position. This action is intended to address the identified unsafe condition.
2003-14-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires installing brackets and ramps under floor panels between frames 23C and 23D and installing wire bundles on the ramps. The actions specified by this AD are intended to prevent chafing damage to the electrical wire cables, which could lead to an electrical short circuit and potential for a fire under the floor panels. This action is intended to address the identified unsafe condition.
2015-15-05: We are superseding Airworthiness Directive (AD) 98-22-10 for certain The Boeing Company Model 737-100, -200, -200C, and -300 series airplanes. AD 98-22-10 required repetitive inspections for cracking of the aft frame and frame support structure of the forward service doorway, and repair if necessary. AD 98-22-10 also provided an optional terminating action for the repetitive inspection requirements of that AD. This new AD requires new inspections and adds airplanes to the applicability; for certain airplanes, this new AD provides an optional preventive modification, which terminates the repetitive inspections. This AD was prompted by reports of fatigue cracking of the aft frame and frame support structure of the forward service doorway around the six doorstop fittings, and a determination that inspections are needed in additional locations and that additional airplanes might be subject to the identified unsafe condition. We are issuing this AD to detect and correct fatigue cracking of the aft frame and frame support structure of the forward service doorway around the six \n\n((Page 43922)) \n\ndoorstop fittings, which could result in door deflection and loss of pressurization.
80-17-10: 80-17-10 AVCO LYCOMING: Amendment 39-3880. Applies to Lycoming Model TIO-540-S1AD engine with serial numbers thru S/N L-6991-61A except: S/Ns L-5253-61A L-6669-61A L-5616-61A L-6671-61A L-5641-61A L-6775-61A L-5691-61A L-6840-61A L-5808-61A L-6860-61A L-5823-61A L-6861-61A L-5878-61A L-6886-61A L-5909-61A L-6887-61A L-5967-61A L-6888-61A L-5970-61A L-6900-61A Thru L-6905-61A L-6160-61A L-6915-61A Thru L-6921-61A L-6183-61A L-6930-61A Thru L-6940-61A L-6451-61A L-6979-61A Thru L-6988-61A and L-6990-61A installed in Piper PA-32RT-300T and PA-32R-301T aircraft. Compliance is required prior to each flight after receipt of this directive until a new transition wastegate assembly P/N LW16858 is installed. To prevent loss of engine power control due to seized throttle movement, accomplish the following: 1. Prior to each flight check the throttle movement for stiffness or binding as follows: a. Release the throttle friction lock in the cockpit. b. Move the throttle from idle to full open and back to idle. c. If the throttle movement is stiff or binds, replace any wastegate valve or cable assembly with a new assembly in accordance with Lycoming S/B 448. 2. An alternate method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region. The checks in this AD may be accomplished by the pilot. Any corrective action required by this AD must be accomplished by a person authorized by FAR 43.3. Piper special advisory Telex SA-32RT-300T/32R-301-1 dated February 8, 1980, and Lycoming Service Bulletin No. 448 pertain to this subject. This AD is effective on August 18, 1980, and was effective upon receipt for all recipients of the letter dated March 17, 1980, which concerned this subject.
2001-25-11: This amendment supersedes two airworthiness directives (AD's), AD 99-17-16 and AD 2001-15-12. Those AD's both apply to Pratt and Whitney (PW) model PW4000 series turbofan engines. AD 99-17-16 generally requires that operators limit the number of PW4000 engines with potentially reduced stability margin to no more than one engine on each airplane, and requires initial and repetitive on-wing and test cell engine stability tests. It also establishes reporting requirements for stability testing data. AD 2001-15-12 also limits the number of PW4000 engines with potentially reduced stability on each airplane by applying rules based on airplane and engine configuration. In addition, AD 2001-15-12 also requires that engines that exceed high pressure compressor (HPC) cyclic limits based on cycles-since-overhaul (CSO) are removed from service, limits the number of engines with the HPC cutback stator (CBS) configuration to one on each airplane, and establishes a minimum rebuild standard for engines that are returned to service. These AD's were prompted by reports of surges during takeoff on airplanes equipped with PW4000 series turbofan engines. This amendment continues the limitation on the number of PW4000 engines with potentially reduced stability on each airplane to no more than one, and introduces a new cool engine fuel spike test to allow engines to be returned to service after having exceeded cyclic limits or undergone work in the shop. This AD also continues the limitation on the number of engines with HPC CBS configuration to one on each airplane, places a cyclic limit on how long a CBS engine may remain in service, and establishes a minimum rebuild standard for engines that are returned to service. This amendment is prompted by further analyses of compressor surges in PW4000 engines, and continuing reports of surges in the PW4000 fleet. The actions specified by this AD are intended to prevent engine power losses due to HPC surge.
98-18-01: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B, 214B-1, and 214ST helicopters, that currently establishes a retirement life of 60,000 high-power events for the main rotor trunnion (trunnion). This amendment requires changing the method of calculating the retirement life for the trunnion from high-power events to a maximum accumulated Retirement Index Number (RIN). This amendment is prompted by fatigue analyses and tests that show certain trunnions fail sooner than originally anticipated because of the unanticipated higher number of lifts or takeoffs (torque events) performed with those trunnions. The actions specified by this AD are intended to prevent fatigue failure of the trunnion, which could result in loss of the main rotor and subsequent loss of control of the helicopter.
2015-15-02: We are superseding Airworthiness Directive (AD) 2012-13-06, for all Airbus Model A300 series airplanes and all Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2012-13-06 required a one-time detailed inspection to determine the length of the fire shut-off valve (FSOV) bonding leads and for contact or chafing of the wires, and corrective actions if necessary. This new AD requires a new one-time detailed inspection of the FSOV bonding leads to ensure that the correct bonding leads are inspected, and corrective action if necessary. This AD was prompted by a determination that the description of the inspection area specified in the service information was misleading; therefore, some operators might have inspected incorrect bonding leads. We are issuing this AD to detect and correct contact or chafing of wires and the bonding leads, which, if not detected, could be a sourceof sparks in the wing trailing edge, and could lead to an uncontrolled engine fire.
81-01-52: 81-01-52 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 4055. Applies to Models SA330F, G, and J series helicopters, certificated in all categories. Compliance required within five (5) hours' time in service after the effective date of this AD unless already accomplished since December 22, 1980. To prevent possible in-flight loss of the pilot or copilot doors or the copilot's jettisonable panel (if installed), accomplish the following: (a) Inspect the jettisonable pilot door in accordance with Aerospatiale SA330 work cards Nos. 52-10-601 and 52-10-401 of the SA330 Maintenance Manual (Document 8582), or an FAA approved equivalent, and (b) Inspect either - (1) The jettisonable copilot panel in accordance with Aerospatiale SA330 work cards Nos. 52-21-601 and 52-21-401 or an FAA-approved equivalent, or (2) The jettisonable copilot door (if fitted per Aerospatiale Modification No. OP-11-611 or OP-11-970) in accordance with Aerospatiale work cards Nos. 52-10-601 and 52- 10-401 of the maintenance manual, or an FAA-approved equivalent. (c) Rerig improperly rigged doors and panels before further flight. Use serviceable parts in accordance with the respective reference work cards or FAA-approved equivalents. This amendment becomes effective March 16, 1981, to all persons except those persons to whom it was made immediately effective by telegraphic AD T81-01-52, issued December 31, 1980, which contained this amendment.
2001-26-11: This amendment supersedes an existing airworthiness directive (AD) that is applicable to Rolls-Royce, plc RB211 Trent 800 series turbofan engines. That AD currently requires initial and repetitive ultrasonic inspections of low pressure compressor (LPC) fan blade roots for cracks, and replacement, if necessary, with serviceable parts. This amendment requires initial inspections at modified thresholds and repetitive inspections at reduced intervals from the current AD using new LPC fan blade inspection criteria, and requires renewal of dry film lubricant on removed blades. This amendment is prompted by reports that an in-service engine experienced LPC fan blade root cracking at a lower life than previously forecast, and, the manufacturer's further investigation that has led to a better understanding of the causes of fan blade root cracking. The actions specified in this AD are intended to prevent LPC fan blade failure due to cracking, which could result in multiple fan blade release, uncontained engine failure, and possible damage to the airplane.
98-07-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires a rototest inspection for fatigue cracking of the vertical support beam at the upper first fastener row of the actuator attachment fitting of the center landing gear (CLG), and follow-on actions. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent fatigue cracking in the vertical support beam that supports the CLG actuator attachment fitting, which could result in reduced structural integrity of the airplane.
2025-02-15: The FAA is superseding Airworthiness Directive (AD) 2017-21- 05, which applied to certain Saab AB Model 340A (SAAB/SF340A) and SAAB 340B airplanes. AD 2017-21-05 required revising the existing maintenance or inspection program, as applicable, to incorporate airworthiness limitations, including new inspection tasks for the drag brace support fitting of the main landing gear (MLG) and tasks related to the corrosion prevention and control program (CPCP). This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2017-21-05 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
2015-15-09: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model 4101 airplanes. This AD requires a one-time inspection for damage of the stop arms of the stop plates, an adjustment of the electric trim limit switches, and replacement of the stop plates with newly manufactured stop plates if necessary. This AD was prompted by a report that the pitch trim jammed in the fully down position. We are issuing this AD to detect and correct broken stop arms of the stop plates, which could lead to the pitch trim jamming, loss of control of the elevator trim, and possible reduced control of the airplane.
2015-15-04: We are adopting a new airworthiness directive (AD) for certain Bell Helicopter Textron, Inc. (Bell), Model 204B, 205A, 205A-1, and 212 helicopters. This AD requires removing a certain part-numbered main rotor (M/R) blade grip (grip) from service. This AD is prompted by an error in a parts manufacturer approval (PMA) that incorrectly allows installation of the grips on the Bell Model 212. The actions specified in this AD are intended to prevent grip failure, separation of the M/R blade, and subsequent loss of control of the helicopter.
58-17-04: 58-17-04 PIAGGIO: Applies to All Models P.136-L1 and P.136-L2 Aircraft. Compliance required by December 1, 1958. Several cases have occurred where the water rudder inadvertently dropped into the extended position during water landings. In order to avoid future occurrences, Piaggio & Co. recommends that a hook be incorporated at the water rudder retraction cylinder, which is controllable by the pilot. In addition, the forward section of the water rudder should be cut off, in order to prevent any interference with the retraction of the water rudder because of the accumulation of debris. This modification is considered mandatory by the Registro Aeronautico Italiano. The FAA concurs and considers compliance therewith mandatory. (Piaggio & Co. Change Order No. 36 L-42, dated May 29, 1958, covers the same subject.)
2001-26-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires replacement of the observer's seat latch assembly with a new, improved seat latch assembly. This action is necessary to prevent the observer's seat from separating from its attachment points in the event of an accident or emergency landing, due to an understrength seat latch assembly. This action is intended to address the identified unsafe condition.
2015-12-04: We are superseding airworthiness directive (AD) 2006-15-08 for all Honeywell International Inc. TPE331-1, -2, -2UA, -3U, -3UW, -5, - 5A, -5AB, -5B, -6, -6A, -10, -10AV, -10GP, -10GT, -10P, -10R, -10T, - 10U, -10UA, -10UF, -10UG, -10UGR, -10UR, -11U, -12JR, -12UA, -12UAR, and -12UHR turboprop engines with certain Honeywell part numbers (P/Ns) of Woodward fuel control unit (FCU) assemblies, installed. AD 2006-15- 08 required initial and repetitive dimensional inspections of the fuel control drives for wear, and replacement of the FCU and fuel pump. This new AD requires initial and repetitive dimensional inspections of the affected fuel control drives and insertion of certain airplane operating procedures into the applicable flight manuals. This AD was prompted by reports of loss of the fuel control drive, leading to engine overspeed, overtorque, overtemperature, uncontained rotor failure, and asymmetric thrust in multi-engine airplanes. We are issuing this AD to prevent failureof the fuel control drive that could result in damage to the engine and airplane.
81-07-06: 81-07-06 TELEDYNE CONTINENTAL MOTORS: Amendment 39-4071. Applies to Continental A-65, A75, C75, C85, C90, A-100, C125, and O-200 series engines with AC fuel pumps, TCM part number 40585, 40695 or 631391 installed. Compliance required within 30 days after the effective date of this AD, or within the next 25 hours time in service after the effective date of this AD, whichever occurs first, unless already accomplished within the last 12 months and at intervals not to exceed 12 months after the last inspection. To prevent fuel starvation due to fuel flow restriction through the pump screen accomplish the following: a. Remove safety wire and bolt from fuel pump top cover. Discard fiber washer under bolt. b. Remove the fuel pump top cover. Discard cork cover gasket. c. Remove fuel pump screen. d. Inspect the fuel pump and fuel pump screen for contamination. (1) If contaminated, clean fuel pump and fuel pump screen. (2) If fuel pump is damaged by corrosion, replace with an applicable serviceable fuel pump. (3) If fuel pump screen is damaged by corrosion or handling, replace with a serviceable fuel pump screen, TCM P/N 643913. e. Reinstall fuel pump screen, fuel pump cover with new cork cover gasket, TCM P/N 643915 and new bolt gasket P/N 643914. Torque bolt to 30 5 inch-pounds. f. Resafety wire fuel pump top cover bolt and check for leaks. g. Make the appropriate maintenance record entry. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Teledyne Continental Motors Service Bulletin M81-8, dated March 9, 1981, pertains to this subject. This amendment becomes effective April 1, 1981.
2019-22-02: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-200B, 747-200C, 747-200F, 747-300, 747- 400, 747-400D, 747-400F, 747-8F, and 747-8 series airplanes. This AD was prompted by reports of uncommanded fore and aft movement of the Captain's and First Officer's seats. This AD requires, for the Captain's and First Officer's seats, repetitive horizontal actuator identifications, repetitive checks of the horizontal movement system (HMS), a detailed inspection of the HMS for certain airplanes, and applicable on-condition actions. This AD also requires an inspection to determine the part number and, if applicable, the serial number of the Captain's and First Officer's seats, and applicable on-condition actions. This AD also provides an optional terminating action for the repetitive actions for certain seats. The FAA is issuing this AD to address the unsafe condition on these products.
2017-21-05: We are adopting a new airworthiness directive (AD) for certain Saab AB, Saab Aeronautics Model 340A (SAAB/SF340A) and SAAB 340B airplanes. This AD was prompted by the determination that new inspection tasks for the drag brace support fitting of the main landing gear (MLG) and corrosion prevention and control program (CPCP) related tasks are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate airworthiness limitations, including new inspection tasks for the drag brace support fitting of the MLG and to implement CPCP related tasks. We are issuing this AD to address the unsafe condition on these products.
2025-02-11: The FAA is adopting a new airworthiness directive (AD) for certain FS 2001 Corp, FS 2002 Corporation, FS 2003 Corporation, Piper, and Piper Aircraft, Inc. (Piper) airplanes. This AD was prompted by reports of broken rudders. This AD requires replacing any rudder equipped with a rudder post made from a certain carbon steel with a rudder equipped with a rudder post made from a certain low-alloy steel. The FAA is issuing this AD to address the unsafe condition on these products.
61-01-02: 61-01-02 MARTIN: Amdt. 239 Part 507 Federal Register January 5, 1961. Applies to All Models 202, 202A and 404 Aircraft With Main Landing Gear Torque Arms Having More Than 12,000 Hours' Time In Service. Compliance required as indicated. Failures of Model 404 main landing gear torque arms have occurred in the lower attachment point where the torque scissors attach to the strut. Also, a failure was found in the apex (upper to lower torque arm attach point). As a result, the following must be accomplished within the next 225 hours' time in service, unless already accomplished within the last 225 hours' time in service, and every 450 hours' time in service thereafter. Inspect all surfaces of the torque arm lugs which attach the torque scissors to the strut for cracks or corrosion, using dye penetrant, ultrasonic or radiographic method, or FAA approved equivalent. Beginning with the first repetitive inspection, also inspect all surfaces of the torque arm apex using dye penetrant, ultrasonic or radiographic method, or FAA approved equivalent. Removal of bolts and bushings is required only if dye penetrant is used. If cracks or corrosion are found, the torque arm must be replaced before the next flight. This directive effective January 6, 1961.