Results
96-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125-800A and -1000A, and Model Hawker 800 and 1000 series airplanes, that requires modification of the TKS metering pump in the airframe ice protection system. This amendment is prompted by a report that the pump was found fitted with silver plated wiring. The actions specified by this AD are intended to ensure that silver plated wiring is removed from these pumps; silver plated wiring carrying a direct current can ignite the ice protection fluid (glycol) when exposed to it, which could result in a possible fire hazard.
2002-26-02: This amendment adopts a new airworthiness directive (AD) that applies to all Univair Aircraft Corporation (Univair) Models Alon A-2 and A2-A; ERCO 415-C, 415-CD, 415-D, 415-E, and 415-G; Forney F-1 and F-1A, and Mooney M10 airplanes. This AD requires you to repetitively inspect the wing center section for evidence of corrosion through the installation of inspection openings, through the use of a specified scope and light source, or through the removal of the outer wing panels. This AD also requires you to repair or replace any parts where corrosion or corrosion damage is found, install cover plates if inspection openings were made, and send inspection results to Federal Aviation Administration (FAA). This AD is the result of several reports of corrosion being found throughout the wing center section structure. The actions specified by this AD are intended to detect and correct corrosion in the wing center section which could result in failure of the wing center section structure during flight. Such failure could lead to loss of control of the airplane.
85-20-01: 85-20-01 CESSNA: Amendment 39-5175. Applies to Model 172RG (Serial Numbers 172RG1135 thru 172RG1187) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To reduce the possibility of carbon monoxide contamination entering the cabin area, accomplish the following: (a) Prior to further flight: 1) Deactivate the cabin heat system by removing the cabin heat control cable from the control arm on the cabin heat valve located on the firewall at the right upper side of the engine compartment. Ensure that the valve spring mechanism is functioning and that the cabin heat valve is spring loaded to the closed position or safety wire the valve to the closed position. 2) Fabricate and install on the instrument panel visible to the pilot the following placard using letters of a minimum 0.10 inch in height: "DO NOT USE CABIN HEAT", and operate the airplane accordingly. (b) Within 25 hours time-in-service after the effective date of this AD, remove the muffler shroud and visually inspect the muffler core for damage as a result of drilling the holes through the end plate or improper length attachment screws and if damaged replace the muffler core prior to further flight. (c) The requirements of paragraph (a) of this AD are no longer required when paragraph (b) of this AD has been accomplished. (d) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished, providing cabin heat is not used during the flight. (e) An equivalent method of compliance may be used when approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. (f) Report, in writing, all defects found to the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209, within 10 daysof the inspection required by paragraph (b) of this AD (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056). This amendment became effective on December 5, 1985, to all persons except those to whom it has already been made effective by priority letter from the FAA dated September 27, 1985, and is identified as AD 85-20-01.
86-04-04: 86-04-04 FOKKER B.V.: Amendment 39-5228. Applies to Fokker Model F28 airplanes, serial numbers 11003 to 11171 inclusive, 11991 and 11992, certificated in any category, equipped with Walter Kidde fire extinguishers, P/N 8900317, 892480, or 893948. Unless already accomplished, as indicated with an "x" punch stamped or "SB26.20.240" ink-stamped on the cartridge holder, accomplish the following within 60 days after the effective date of this AD: A. To preclude the malfunctioning of these fire extinguishers, inspect the cartridge holders for proper internal dimension tolerances, and replace, if necessary, in accordance with Fokker Service Bulletin F28/26-12, dated September 28, 1981. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Manager, Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands, or Walter Kidde, S.E. Service Center, 3994 N.W. 27th Street, Miami, Florida 33142. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective March 13, 1986.
2011-05-09: We are adopting a new airworthiness directive (AD) for the products listed above. 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: An event has been reported where Glass Fibre Reinforced Plastic (GFRP) elevator tips have been found deformed on in-service aircraft. The outboard three inches of the elevator tip assembly profiles (top and bottom surfaces) had changed from being convex profiles to concave profiles. There is concern that this could potentially result in, or be caused by, internal structural delamination and/or failure. Such a failure could have a serious effect on the aircraft handling and could potentially result in loss of control of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-06-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from 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 describes the unsafe condition as: There have been failures of the harness assembly (power feeder wires) connecting the Air-Driven Generator (ADG) to the aeroplane electrical system, in the area close to the ADG cannon plug. Several electrical wires were found cut as a combined result of corrosion and bending stress from the harness mounting to the ADG. The ADG electrical wires are insulated with a silver-plating for corrosion protection. It has been determined that the silver-plating of wire strands in the area of tight bend is highly susceptible to breakdown. The plating layer may crack as a result of mechanical stress, and consequently lead to the onset of corrosion on all, or a majority, of the wire strands. In the event of a damaged harness assembly, the ADG may not be able to provide emergency electrical power to the aeroplane. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
51-23-03: 51-23-03 PIPER: Applies to Model PA-16 Aircraft, Serial Numbers 16-1 and Up; PA-20 Aircraft, Serial Numbers 20-1 Through 20-802; and PA-22 Aircraft, Serial Numbers 22-1 Through 22-348. Compliance required as soon as possible, but not later than October 15, 1951. Install insulators of sufficient area inside the battery box cover over the battery terminals to positively prevent a metallic contact between the wing nuts or terminals and cover. Hard fiber rubber or phenolic insulating materials 1/16-inch minimum thickness may be used. (Piper Service Bulletin No. 118 covers this same subject.)
2002-26-13: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplanes, that requires replacement of certain power relays, and subsequent repetitive cleaning, inspecting, repairing, and testing of certain replaced power relays. This amendment is prompted by reports indicating that the alternating current (AC) cross-tie relay shorted out internally, which caused severe smoke and burn damage to the relay, aircraft wiring, and adjacent panels. The actions specified by this AD are intended to prevent internal arcing of the left and right generator power relays, auxiliary power relays, and external power relays, and consequent smoke and/or fire in the cockpit and cabin.
96-11-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125 series 1000A and Model Hawker 1000 airplanes, that requires a one-time inspection for adequate clearances between, and damage to, the flap cables and turnbuckles, airbrakes cables and turnbuckles, and all other flight control cables and turnbuckles at keel subframe 15A; and various follow-on actions, if necessary. This amendment is prompted by reports of chafing due to insufficient clearance between the flaps turnbuckle and the subframe, and between the airbrakes cable and the subframe. The actions specified by this AD are intended to prevent such chafing, which could result in damage to the flaps turnbuckle and the airbrakes cable, and subsequent fraying or seizing of the flight control cables. These conditions, if not corrected, could result in restriction or loss of the flight controls.
2011-05-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from 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 describes the unsafe condition as: Two cases of the main landing gear (MLG) alternate extension system (AES) cam mechanism failure were found during line checks. The cam mechanism operates the cable to open the MLG door and releases the MLG uplock in sequence. In the case where it is necessary to deploy the MLG using the AES, the failure of the MLG AES cam mechanism on one side will lead to an unsafe asymmetrical landing configuration. * * * * * The unsafe condition is possible loss of control during landing. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
46-37-02: 46-37-02 PIPER: (Was Mandatory Note 13 of AD-691-2.) Applies to J3C-65, J3C-65S, Serial Numbers 14027 Through 17959, Inclusive. Compliance required immediately. Affected airplanes should be examined immediately to ascertain that the fuel strainer is properly installed. The strainer should be installed with the IN port adjacent to the firewall and the OUT port facing the carburetor. If the strainer is not installed as above, it should be reversed for proper fuel flow. (Piper Service Bulletin No. 91 covers this same subject.)
2002-26-01: This amendment supersedes two existing airworthiness directives (AD's), that are applicable to certain Textron Lycoming fuel injected reciprocating engines. These AD's currently require inspection, and replacement if necessary, of externally mounted fuel injector fuel lines. These amendments require adding engine series to the applicability that have been identified with the potential for the same problem and necessitate being included in the list of Textron Lycoming fuel injected reciprocating engine series. This amendment is prompted by the need to ensure that the additional Textron Lycoming fuel injected engine series listed in this final rule receive the same inspections as series covered by the current AD's. The actions specified by this AD are intended to prevent failure of the fuel injector fuel lines allowing fuel to spray into the engine compartment, resulting in an engine fire.
86-07-05: 86-07-05 BRITISH AEROSPACE AIRCRAFT GROUP (BAe): Amendment 39-5271. Applies to all BAe Model HS 748 airplanes, certificated in any category. Compliance is required within the next 750 hours time in service after the effective date of this AD, or upon accumulating the service threshold as specified in paragraph 1.D of BAe Service Bulletin 57/75, Revision 1, dated August 1984, whichever occurs later; and thereafter at the intervals as specified in the service bulletin. To detect cracks in the wing structure, accomplish the following, unless already accomplished: A. Inspect the wing structure at rib 134.366 and adjacent areas in accordance with BAe Service Bulletin 57/75, Revision 1, dated August 1984. Repair any damage found in accordance with the requirements specified in the service bulletin. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective May 8, 1986.
2010-26-51: This document publishes in the Federal Register an amendment adopting Emergency Airworthiness Directive (AD) 2010-26-51, which was sent previously to all known U.S. owners and operators of the specified model helicopters by individual letters. This AD also supersedes existing AD 2009-08-03. This AD is prompted by another incident in which the tail rotor blade (blade) tip weight separated from a blade during flight causing vibration. This unsafe condition led to the determination that additional blades could be affected and should be added to the applicability. The actions specified by this AD are intended to prevent loss of the blade tip weight, loss of a blade, and subsequent loss of control of the helicopter.
98-04-46: This amendment adopts a new airworthiness directive (AD) that applies to certain Alexander Schleicher Segelflugzeugbau (Alexander Schleicher) Model ASW-19 sailplanes. This AD requires modifying the inspection hole cover in the fuselage area. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent loss of aileron control caused by an inspection hole cover entering the fuselage, which could result in loss of control of the sailplane.
96-15-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires modification of door 5 evacuation slide/rafts. This amendment is prompted by reports that the door 5 evacuation slide/raft failed to deploy properly due to adverse loads caused by the geometry of this evacuation slide/raft. The actions specified by this AD are intended to prevent failure of the door 5 evacuation slide/raft to deploy properly, which could contribute to injury of passengers on the slide and could delay or impede the evacuation of passengers during an emergency.
96-15-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Pratt & Whitney Wasp series and R-1340 series (military) reciprocating engines. This action requires initial and repetitive visual and dye penetrant inspections of the crankshaft counterweights for cracks, and replacement of cracked crankshaft counterweights with improved crankshaft counterweights. This amendment is prompted by reports of crankshaft counterweight cracking. The actions specified in this AD are intended to prevent engine failure due to crankshaft counterweight failure, which could result in damage to or loss of the aircraft.
2011-05-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from 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 describes the unsafe condition as: Corrosion has been found on the rear spar upper cap of the horizontal stabilizer of SAAB 2000 aeroplanes. The affected areas are adjacent to the inboard elevator hinge where the electrical wiring harnesses are located and wired through the lightening holes. The upper spar cap is a primary structural element and is important to the structural integrity of the horizontal stabilizer. Corrosion damage in these areas, if not detected and corrected, can result in a starting point for future crack propagation, which would impair the integrity of the horizontal stabilizer upper spar cap structure. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2018-03-08: We are superseding Airworthiness Directive (AD) 2005-19-28, which applied to certain Airbus Model A330-301, -321, -322, -341, and - 342 airplanes; and Model A340-200 and A340-300 series airplanes. AD 2005-19-28 required repetitive inspections for cracks in the aft face of the rear spar at the area adjacent to the bolt holes and the end of the build slot, and repair if necessary. AD 2005-19-28 also provided an optional terminating action for the repetitive inspections. This new AD was prompted by the results of a new fatigue and damage tolerance assessment, which determined that several compliance thresholds and intervals needed to be reduced. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. We are issuing this AD to address the unsafe condition on these products.
58-17-01: 58-17-01 BELL: Applies to All 47J Helicopters. Compliance required as indicated. To preclude the possibility of failure of the 47-110-287-9 counterweight bracket assembly, the service life of this part has been established at 200 hours. All 47-110-287-9 bracket assemblies which have accumulated 200 hours or more of service must be replaced no later than August 31, 1958, and every 200 hours of service thereafter. This replacement consists of the removal of the two 47-110-287-9 main rotor counterweight bracket assemblies and the installation of new counterweight bracket assemblies. Change and replace bracket assemblies in accordance with applicable instructions contained in the Maintenance and Overhaul Instruction Handbook. (Bell's Service Bulletin No. 127 SB dated July 14, 1958, covers this same subject.)
48-03-03: 48-03-03 PIPER: Applies to PA-11 Aircraft Serial Numbers 11-1 Through 11-301, and 11-1350 Through 11-1400, Except Serial Numbers 11-233, 11-243, 11-261, 11-266, 11-281, 11- 296, and 11-300. Compliance required by April 1, 1948. In order to prevent engine malfunctioning due to insufficient fuel flow when less than 5 gallons of fuel are in the wing tank and the airplane is operated in prolonged glides and dives, a header tank (Piper P/N 10725) must be installed in the fuel system. Until the header tank is installed, avoid prolonged glides and dives when less than 5 gallons fuel are in the main tank. (Piper Service Bulletin No. 99 dated July 29, 1947, covers this subject.)
2002-26-03: This amendment adopts a new airworthiness directive (AD) that applies to Brackett Aircraft Company (Brackett) single screen air filter assemblies that are installed on airplanes. This AD requires you to check the Brackett single screen air filter assembly for correct installation. This AD also requires you to install an additional screen, replace the Brackett single screen air filter assembly with a double screen filter, or replace with another approved design filter at a specified time. This AD is the result of several reports of service difficulties of incorrect installation of the air filters. The actions specified by this AD are intended to detect and correct incorrect installation of the air filter, which could result in failure of the air filter. Such failure could lead to engine/turbocharger ingestion of the air filter foam element.
2006-15-13: The FAA is adopting a new airworthiness directive (AD) for McCauley Propeller Systems propeller models B5JFR36C1101/114GCA-0, C5JFR36C1102/L114GCA-0, B5JFR36C1103/114HCA-0, and C5JFR36C1104/ L114HCA-0. This AD requires a onetime fluorescent penetrant inspection (FPI) and eddy current inspection (ECI) of propeller blades for cracks, and if any crack indications are found, removing the blade from service. This AD results from a report of two propeller blades on the same propeller assembly, found cracked during propeller overhaul. We are issuing this AD to detect cracks in the propeller blade that could cause failure and separation of the propeller blade and loss of control of the airplane.
99-01-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking in certain areas of the fuselage; and corrective action, if necessary. This amendment also provides for an optional terminating action for the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracking of the fuselage, which could result in reduced structural integrity of the airplane.
98-15-01: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-145 series airplanes, that requires a one-time inspection to detect bulging or cracking of the pitot 1 and pitot 2 drain tubes in the forward electronic compartment; and cleaning the tubes or replacing drain tubes with new tubes, if necessary. This amendment also requires modification of the pitot/static system. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct bulging and cracking of the pitot 1 and pitot 2 drain tubes in the forward electronic compartment caused by cycles of water freezing and expanding inside the tubes, which could result in erroneous airspeed indications to the flight crew and reduced operational safety in all phases of flight.