Results
72-07-02: 72-07-02 CESSNA: Amdt. 39-1415. Applies to the following airplanes: MODELS SERIAL NUMBERS AFFECTED 172 28000 thru 29999 172 36000 thru 36999 172 46001 thru 46754 172A 46755 thru 47746 172B 17247747 thru 17248734 172C 17248735 thru 17249544 172D 17249545 thru 17250572 172E 17250573 thru 17251822 172F 17251823 thru 17253392 172G 17253393 thru 17254892 172H 17254893 thru 17256512 172I 17256513 thru 17257161 172K 17257162 thru 17258855 Compliance: Required as indicated, unless already accomplished. To reduce the possibility of engine power interruption at altitudes above 5000 feet caused by vapor formation in the fuel lines, accomplish the following: (A) Effective now, the airplane must be operated on a single fuel tank immediately upon reaching cruise altitudes above 5000 feet. (B) On or before April 1, 1972, install at the fuel selector valve applicable Cessna placards P/N's 0509021-1, 0509021-2 or 0509021-3 as provided with Cessna Service Letter SE72-7, dated March 17, 1972, or any FAA-approved equivalent placard which reads as follows: SWITCH TO SINGLE TANK OPERATION IMMEDIATELY UPON REACHING CRUISE ALTITUDES ABOVE 5000 FEET. (C) Compliance with the provisions of Paragraphs A and B is no longer required when the fuel system has been modified by the installation of applicable Cessna Kit No. SK172-31B or SK172-32 referenced by Cessna Service Letter SE72-7, dated March 17, 1972, or by the accomplishment of any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective March 25, 1972.
2022-10-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-214, -251N, and -271N airplanes. This AD was prompted by reports that damaged seat rail covers were detected in the forward and aft seat fixation area of some airplanes during initial delivery. This AD requires a one-time detailed inspection of the affected passenger seats and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA). The FAA is issuing this AD to address the unsafe condition on these products.
52-02-03: 52-02-03 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than May 1, 1952. Relocate such oxygen bottles as necessary from lower center section to location in upper right forward baggage compartment in order to eliminate the high pressure line now in the bottom of the fuselage.
2022-10-01: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. (Pilatus) Model PC-12/47E airplanes. This AD was prompted by 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 identifies the unsafe condition as a batch of incorrectly sized fuel transfer ejector nozzles that were installed on Model PC-12/47E airplanes during production. This AD requires removing the affected fuel transfer ejectors from service and prohibits installation of the affected fuel transfer ejectors. The FAA is issuing this AD to address the unsafe condition on these products.
2013-04-14: We are adopting a new airworthiness directive (AD) for all Airbus 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); and Model A310 series airplanes. This AD was prompted by a report of an uncommanded slide back of the co-pilot seat to the end stop position. This AD requires a one-time inspection for a part number, a tensile test of the affected seats, and corrective actions if necessary. We are issuing this AD to detect and prevent unwanted movement of a pilot or co-pilot seat in the horizontal direction, which could lead to inadvertent input on the flight control commands and possibly result in loss of controllability of the airplane.
72-19-03: 72-19-03 NORTH AMERICAN ROCKWELL: Amdt. 39-1519. Applies to all Models NA-265, NA-265-20, and NA-265-30 airplanes, plus NA-265-40, serial numbers 282-1 thru 282- 98; NA-265-50, serial number 287-1; and NA-265-60, serial numbers 306-1 thru 306-37. Within the next 25 hours' time in service after receipt of this telegram, but not later than 1 October 1972, whichever occurs first, unless already accomplished, comply with the inspection and parts replacement provisions of North American Rockwell Sabreliner Service Bulletin 72-14 dated 25 August 1972, or later FAA approved revision, or equivalent FAA approved inspection and replacement. This amendment is effective September 15, 1972 and was effective upon receipt for all recipients of the telegram dated 25 August 1972 which contained this amendment.
2004-16-08: This amendment adopts a new airworthiness directive (AD) for MD Helicopters, Inc. Model MD900 helicopters. This action requires installing a fan input force limiting control rod assembly fail-safe device (fail-safe device). This AD also requires, after installing a fail-safe device, before the first flight of each day, checking the fail-safe device for bent clips, taut lanyards, and piston rod movement. If any of these conditions are found, this AD requires replacing the control rod assembly with an airworthy control rod assembly before further flight. This amendment is prompted by an accident report of fatigue failure of the piston rod in the spring capsule on a control rod assembly. The actions specified in this AD are intended to provide a temporary backup support system in the event of a piston rod failure and to prevent subsequent loss of control of the helicopter.
47-10-21: 47-10-21 LOCKHEED: (Was Mandatory Note 23 of AD-763-3.) Applies to Model 49 Serials Up to and Including 2088. Compliance required prior to July 1, 1947. Install steel torque links, LAC P/N 293882, on each main landing gear. (LAC Service Instruction 49/SI-100A covers this same subject.)
2013-04-06: We are adopting a new airworthiness directive (AD) for the Eurocopter France (Eurocopter) Model AS332C, AS332L, and AS332L1 helicopters. This AD requires modifying the main landing gear control panel (control panel) 33G, connector 100G, and wiring. It also requires tests to ensure that these modifications function correctly. This AD was prompted by reports of electro-valve power supply disruptions while a helicopter is on the ground, causing the landing gear to retract and the helicopter nose to drop. This results in damage to the forward section of the helicopter's bottom structure. The actions of this AD are intended to prevent an uncommanded landing gear retraction that would cause the helicopter nose to drop and hit the ground while the rotor blades are spinning.
2022-09-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report indicating that on the A350 final assembly line (FAL), certain load sensing drive struts (LSDS) and drive struts (DS) were found not adjusted (the nut was not torqued) and not locked. Investigation revealed that the LSDS and DS had been changed as re-work action due to pre-installation damage, but production operations (adjustment and locking) were not done afterwards. This AD requires, for certain airplanes, inspection of the LSDS for correct adjustment and locking, and replacement if necessary, and, for certain other airplanes, replacement of each affected DS with a serviceable part, 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.
87-16-05: 87-16-05 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5687. Applies to Lockheed Model L-188A and L-188C airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To ensure the continuing structural integrity of these airplanes, accomplish the following: A. Within one year after the effective date of this AD, incorporate a revision into the FAA-approved maintenance inspection program which provides no less than the requirements specified for the structurally significant details listed in Section III C. of Lockheed Report No. LR29428, dated January 16, 1984, and Revision A, dated May 14, 1986, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Cracks found in the structurally significant details as a result of the supplemental inspections required by paragraph A., above, must be repaired before further flight in accordance with an FAA-approved method.C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to accomplish the requirements of this AD. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective August 31, 1987.
59-12-07: 59-12-07 WRIGHT: Applies to R-1300-1A Engines Installed in North American T-28A Aircraft. Compliance required by July 1, 1959, or within the next 10 hours of operation, whichever occurs first. There is a possibility that a small number of R-1300-1A engines were released by the military for civil sale and use with crankshafts that had undergone a chrome plating salvage repair operation during the last military overhaul. This operation was found to render the crankshaft unsafe and accordingly was discontinued. Engines with these salvaged crankshafts have a note to this effect in the records and log sheets kept for the engine. No other identification of such engine was provided. A re-examination of the military records of these engines must be made and if any indication is found that the crankshaft has been salvaged by chrome plating it is mandatory that the engine be removed from service consistent with the above stipulated compliance provisions and prior to reuse of the engine in civil aircraft the affected crankshaft must be replaced.
2022-09-09: The FAA is adopting a new airworthiness directive (AD) for all CFM International, S.A. (CFM) LEAP-1A23, LEAP-1A24, LEAP-1A24E1, LEAP- 1A26, LEAP-1A26CJ, LEAP-1A26E1, LEAP-1A29, LEAP-1A29CJ, LEAP-1A30, LEAP-1A32, LEAP-1A33, LEAP-1A33B2, and LEAP-1A35A model turbofan engines. This AD was prompted by the detection of melt-related freckles in the billet, which may reduce the life of certain compressor rotor stages 6-10 spools, high pressure turbine (HPT) rotor interstage seals, HPT rotor stage 2 disks, low pressure turbine (LPT) stage 1 disks, LPT stage 2 disks, LPT stage 3 disks, and LPT stage 4 disks. This AD requires revising the airworthiness limitations section (ALS) of the applicable CFM LEAP-1A Engine Shop Manual (ESM) and the operator's existing approved continuous airworthiness maintenance program (CAMP) to incorporate reduced life limits for these parts. This AD also requires the removal of certain LPT stage 4 disks identified by serial number (S/N) prior to their new life limits. The FAA is issuing this AD to address the unsafe condition on these products.
99-17-18: This amendment adopts a new airworthiness directive (AD), applicable to MD Helicopters, Inc. (MDHI) Model 600N helicopters, that requires applying serial numbers to several life-limited components related to pitch control and removing and replacing the components according to new life-limits. This amendment is prompted by fatigue tests that indicate a need for shorter service lives for these components. The actions specified by this AD are intended to prevent failure of the collective pitch control tubes, collective stick housings, and collective pitch tube assemblies, which can cause loss of collective pitch control, and subsequent loss of control of the helicopter.
50-38-01: 50-38-01\tNORTH AMERICAN: Applies to All Model AT-6 Series Aircraft. \n\n\tTo be accomplished at the next annual inspection and at each succeeding annual inspection thereafter.\n \n\tSeveral recent incidents have indicated that the inspections presently required are not sufficiently comprehensive to reveal all areas of the airplane which may have been adversely affected by intergranular corrosion, and that the required inspections should be repeated periodically. Accordingly, in order to minimize the possibility of structural failure due to such corrosion, the following must be accomplished: \n\n\tInspect all accessible structural aluminum alloy components for evidence of intergranular corrosion particularly in the following locations: At the upper and lower deck and the most forward and two aft bulkheads in the monocoque fuselage; frame around the baggage door; inboard end of horizontal stabilizer spars; fuel cell doors in the wing center section; wing attach angles; two inboard ribs oneach outer wing; trailing edge ribs above flaps; and the outboard rib of the wings, especially at the trailing edge. Full use should be made of all access provisions to accomplish as thorough an inspection as possible. \n\n\tIn conducting these inspections, full reliance cannot be placed on visual examination alone. A screwdriver or other instrument should be used to explore for dull sounding areas and for material which may be penetrated easily by pressure applied to the screwdriver tip or similar sharp point. Areas adjacent to joints and sheared edges should be examined thoroughly. \n\n\tFormed material in particular has been found to be subject to rapid intergranular corrosion, because of poor heat treatment of parts, which were formed in the annealed condition, and later heat treated. \n\n\tAll corroded parts must be replaced. \n\n\tThis supersedes AD 47-41-01.
2004-16-06: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited Model Avro 146-RJ series airplanes, that requires replacing the existing digital flight guidance computer(s) (DFGC) with a new or modified DFGC(s). This action is necessary to prevent a premature flare from occurring on approach due to erroneous data being provided to the DFGC(s); and also to prevent uncertainty about autopilot engagement status, which could cause the pilot to apply unneeded force to the control column and possibly result in a runaway condition of the autotrim. Either condition could lead to reduced controllability of the airplane. This action is intended to address the identified unsafe conditions.
2013-04-10: We are adopting a new airworthiness directive (AD) for certain Airbus Model A310-203, -204, -222, -304, -322, and -324 airplanes. This AD was prompted by a design review of the fuel tank access covers and analyses comparing compliance of the access covers to different tire burst models. `Type 21' panels located within the debris zone revealed that they could not sustain the impact of the tire debris. This AD requires modifying the wing manhole surrounds and replacing certain fuel access panels. We are issuing this AD to prevent a possibility of a fire due to tire debris impact on the fuel access panels.
2022-09-03: The FAA is superseding Airworthiness Directive (AD) 2020-21- 06, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2020-21-06 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. Since the FAA issued AD 2020-21- 06, the FAA has determined that new or more restrictive airworthiness limitations are necessary. This AD retains the requirements of AD 2020- 21-06 and requires revising the applicability by adding airplanes. This AD also 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. The FAA is issuing this AD to address the unsafe condition on these products.
99-16-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-400 series airplanes. This action requires repetitive inspections of the doubler on the upper rudder pedal cover to determine whether it is securely bonded to the upper rudder pedal cover, and corrective action, if necessary. For airplanes on which the doubler is securely attached to the upper rudder pedal cover, this AD also provides for installation of two rivets to retain the doubler, as an optional terminating action for the repetitive inspections. This amendment is prompted by reports that a disbonded doubler interfered with rudder pedal movement. The actions specified in this AD are intended to detect and correct disbonding of the doubler on the upper rudder pedal cover, which could result in restricted rudder pedal movement and reduced controllability of the airplane.
2013-04-02: We are adopting a new airworthiness directive (AD) for 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 improper material used in nose landing gear (NLG) attachment brackets could lead to failure of the NLG bracket with consequent damage to the airplane while landing. We are issuing this AD to require actions to address the unsafe condition on these products.
99-16-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, and -800 series airplanes. This action requires a test of the squib circuit ground studs of the engine fire extinguisher bottles to measure the resistance, and repair or replacement of the ground stud with a new ground stud, if necessary. This amendment is prompted by reports of improper grounding of the squib circuit. Such a condition would prevent the engine fire extinguisher bottle from discharging when commanded, which could result in the inability to extinguish an engine fire.
2022-09-02: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a report that the nose wheel steering selector valve (SSV) can be slow to deactivate under low temperature conditions. This AD requires replacing the affected nose wheel SSV with a redesigned nose wheel SSV, and performing an operational test of the nose wheel SSV and nose wheel steering control system. This AD also prohibits the installation of a certain nose wheel SSV. The FAA is issuing this AD to address the unsafe condition on these products.
96-18-14: This amendment adopts a new airworthiness directive (AD), applicable to Hartzell Propeller Inc. (Hartzell) HC-A3V, HC-B3M, HC-B3T, HC-B4M, HC-B4T, and HC-B5M series propellers, that requires hub replacement over a 10-year time period with a concurrent blade and blade clamp inspection. This amendment is prompted by reports of two propeller hub failures and one crack indication that occurred on Mitsubishi MU-2B-60 aircraft, the similarity of construction and load transfer paths between the Hartzell propeller models installed on the Mitsubishi MU-2 aircraft and Hartzell's 3, 4, and 5-bladed steel hub propeller models, several blade shank failures, and reports of cracks in blade clamps. The actions specified by this AD are intended to prevent propeller hub, blade, or blade clamp failure, which can result in loss of aircraft control.
57-13-05: 57-13-05 HAMILTON STANDARD: Applies to All Hamilton Standard Aluminum Alloy Blades Used in Hydromatic (Noncounterweight Type) Propellers, With the Exception of Blades With Integrally Molded Chafing Rings (Refer Hamilton Standard Service Bulletin No. 508) and With the Exception of Those Blades Already Incorporating Corrosion Barriers Installed in Accordance With Service Bulletins Numbers 390, 414, and 414A, Provided This Corrosion Barrier is in Good Condition. Compliance required as noted. 1. At each removal of propeller blade from hub after December 1, 1957, inspect for corrosion the shank area of blades not incorporating a corrosion barrier. Operators who have experienced corrosion in the shank area of any blade in the past 5 years and those who find corrosion during the above inspection must install the corrosion barrier except as outlined in 2. 2. Prior to September 1, 1957, or 450 hours of operating time after July 1, 1957, whichever comes first, for blades installed on P&W R2800 "B" type engines (Refer FAA Engine Listing) in C-46 aircraft. Investigation of a recently failed blade revealed the existence of severe corrosion in the seal area at the shank. This blade did not incorporate a corrosion barrier as recommended by the manufacturer's Service Bulletins Numbers 390 and 414A. In order to minimize the possibility of additional blade failures due to corrosion in the shank area, disassemble the propeller and inspect this area in accordance with Hamilton Standard Service Bulletin No. 508. If no corrosion is present and none is suspected, install the corrosion barrier on each blade in accordance with the instructions contained in the bulletin. If corrosion, pitting, staining, or other conditions indicating chemical attack on the basic blade material are found, rework the shank area in accordance with the instructions contained in the bulletin. Remove from service any blade reworked below the minimum shank diameters tabulated in the bulletin. Install the corrosion barrier on each acceptable blade prior to assembly of the propeller. (Hamilton Standard Service Bulletin No. 508 covers this same subject.)
2004-16-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-400, -401, and -402 airplanes. This AD requires an inspection to determine the serial number of the spoiler lift dump valves installed on the inboard and outboard spoilers, and replacement of certain spoiler lift dump valves. This AD also provides for revising the airplane flight manual to include performance penalties, which allows the replacement of affected spoiler lift dump valves to be deferred. This action is necessary to prevent failure of the ground spoilers to deploy on the ground, which could result in overrunning the end of the runway in the event of a rejected takeoff. This action is intended to address the identified unsafe condition.