Results
2021-07-11: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 1000-A2, 1000- AE2, 1000-C2, 1000-CE2, 1000-D2, 1000-E2, 1000-G2, 1000-H2, 1000-J2, 1000-K2, and 1000-L2 model turbofan engines. This AD was prompted by the manufacturer's analysis which determined that cracks may initiate in the front seal fins and cause cracks in the low-pressure turbine (LPT) disk. This AD requires repetitive inspection of the seal fins and, depending on the results of the inspection, replacement of the LPT disk before further flight. The FAA is issuing this AD to address the unsafe condition on these products.
2003-17-04: This amendment adopts a new airworthiness directive (AD) that applies to certain Mitsubishi Heavy Industries, Ltd. (Mitsubishi) MU-2B series airplanes. This AD requires you to repetitively inspect the cockpit windshield and cabin window surfaces for damage (damage is defined as crazing, scratches, and cracks). If any of the windshield or window surfaces have damage that exceeds certain limits, this AD requires you to replace the windshield or window. If the damage does not exceed certain limits, this AD allows you to blend out the damage following maintenance manual procedures. This AD is the result of continuing airworthiness information (MCAI) issued by the airworthiness authority for Japan. The actions specified by this AD are intended to prevent cockpit windshield or cabin window separation during flight, which could result in engine ingestion of glass, wing skin damage, or propeller damage, and possible loss of control of the airplane.
72-11-02: 72-11-02 BEECH: Amdt. 39-1449. Applies to the following airplanes: 1970 and after Bonanza Models Serial Numbers F33 and G33 CD-1235 through CD- 1276 F33A CE-290 through CE-366 V35B and V35B-TC D-906 through D-9319 A36 E-185 through E-310 1970 and after Baron Model Serial Numbers 95-B55 and 95-B55A TC-1383 thru TC-1425 w/25-Gal. Cells TC-1299 thru TC-1425 w/40-Gal. Cells 95-B55B TF-66 through TF-70 E55 and E55A TE-768 through TE-851 58 and 58A TH-1 through TH-200 1959 to 1969 Bonanza & Debonair Models Serial Numbers 35-33, 35-A33, 35-B33, 35-C33 and E33 CD-1 through CD-1234 35-C33A and E33A CE-1 through CE-289 E33C and F33C CJ-1 through CJ-30 K35, M35, N35, P35, S35, V35, V35-TC, V35A and V35A-TC D-5726 through D-9068 36 E-1 through E-184 1958 and before Bonanza Models Serial Numbers 35, 35R, A35, B35, C35, D35, D-1 through D-5725, E35, F35, G35, H35, J35 D-15001 and D-15002 1969 and before Baron & Travel Air Models Serial Numbers 95-55, 95-A55, 95-B55 and 95-B55A TC-1 thru TC-1382 w/25 Ga. Cells TC-1 thru TC-1298 w/40 Gal. Cells 95-B55B TF-1 through TF-65 95-C55, 95-C55A, D55 and D55A TE-1 through TE-767 95, B95, B95A, D95A and E95 TD-1 through TD-721 Compliance: Within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent engine fuel interruption during critical aircraft maneuvers: A) For those Beech Bonanza and Baron 1970 models and after airplanes listed herein, accomplish the following in accordance with Beech Service Instructions 0491-281 or later revision, or with Beech Service Instructions 0484-281 or later revision, as applicable: 1) Inspect all Goodyear baffled main fuel cells equipped with metal check valves to determine that the flapper element moves through its full travel without binding and seats properly. Adjust or replace the flapper element of the valve as required. 2) Inspect Uniroyal baffled main fuel cells for leaks in the area of the relief cutouts in the fuel cell baffles and repair if required. 3) a) Install a yellow band on the outside of the glass on each main fuel quantity gage. The yellow band should extend from the empty to the 1/2 full gage markings on airplanes with 25 gallon main fuel cells and to the 3/8 gage marking on single engine airplanes with 40 gallon main fuel cells. On single engine models equipped with vertical type engine gage, install a yellow band on the fuel gage from 0-80 pounds and install a new full mark at the top of the gage. Add yellow band from empty to 1/4 gage marking on Baron model airplanes with 39 or 40 gallon fuel cells, except that on Baron Models 58 and 58A airplanes add yellow band from empty to 1/8 gage markings. b) Install a placard on the fuel selector cover or floating instrument panel in full view of the pilot with the following wording: "Do not take off if fuel gages indicate in the yellow band or with less than 13 gallons in each main tank", and operate the airplane in accordance with this limitation. c) Change the left hand and right hand tank capacities on the fuel selector panel as follows: 1) to 22 gallons on airplanes equipped with 25 gallon main fuel cells, 2) to 37 gallons on airplanes equipped with 39 or 40 gallon main fuel cells, 3) to 70 gallons on Models 58 and 58A airplanes equipped with standard fuel system, and 4) to 83 gallons on Models 58 and 58A airplanes equipped with 84 gallon optional fuel system. Also, change the main fuel cell filler capacity marking on each wing to indicate the above capacities. d) Adjust the existing weight and balance information for each airplane to compensate for the increase in the amount of unusable fuel. e) As applicable, attach the appropriate Airplane Flight Manual Supplement to the AFM or install the revised Pilot's Check Lists in those airplanes equipped with check lists, or make placard changes in those airplanes equipped with placards in accordance with the Service Instructions. B) For those Bonanza, Debonair, Baron and Travel Air 1969 models and before airplanes listed herein, except for those Bonanza Model airplanes listed in Paragraph C, accomplish the following in accordance with Beech Service Instructions 0493-281 or later revision or with Beech Service Instructions 0492-281 or later revision, as applicable: 1) Comply with Paragraphs A(1) and (2) if these airplanes have been modified in accordance with Beech Service Instructions 0459-281 or Beech Service Instructions 0365-281, Rev. 1, or later revision, which cover installation of baffled main fuel cells. 2) Comply with Paragraph A(3). C) For those Bonanza 1958 models and before airplanes listed herein, in accordance with Beech Service Instruction 0495-281 or later revision: 1) Install a new decal on the outside of the glass or on the face of the main fuel gage. The decal must be positioned so that the yellow band denoting minimum fuel for takeoff (7 gallons) extends up to the center of the 1/2 mark. The red band denoting unusable fuel (3 gallons) must cover the old empty mark. A new empty mark must be located between the yellow and red bands. Operate the airplane in accordance with these limitations. 2) Change the left hand and right hand tank capacities on the fuel selector panel to 17 gallons. Also change the main fuel cell filler capacity marking on each wing to indicate the above capacities. 3) Comply with Paragraphs A(3)(d) and A(3)(e). D) Any alternate method of compliance with this AD must be referred to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective May 20, 1972.
2018-09-05: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 787-8 and 787-9 airplanes powered by Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000- J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines. This AD requires revising the airplane flight manual (AFM) to limit extended operations (ETOPS). This AD was prompted by a report from the engine manufacturer indicating that after an engine failure, prolonged operation at high thrust settings on the remaining engine during an ETOPS diversion may result in failure of the remaining engine before the diversion can be safely completed. We have determined that updated AFM limitations are needed to minimize the potential for intermediate pressure compressor (IPC) blade failures under certain conditions. We are issuing this AD to address the unsafe condition on these products.
2023-13-11: The FAA is superseding Airworthiness Directive (AD) 2022-04- 09, which applied to certain AVOX Systems Inc. (formerly Scott Aviation) oxygen cylinder and valve assemblies; and oxygen valve assemblies; installed on but not limited to various transport airplanes. AD 2022-04-09 required an inspection of the oxygen valve assemblies, and oxygen cylinder and valve assemblies, to determine the serial number; for certain assemblies and parts, a detailed inspection of the gap between the bottom of the packing retainer and top of the valve body on the assemblies; and replacement of assemblies having unacceptable gaps. This AD was prompted by a determination that additional assemblies and parts are affected by the unsafe condition. This AD requires an inspection of the oxygen valve assemblies, and oxygen cylinder and valve assemblies, to determine the serial number of the valve, cylinder, and entire assembly; for certain assemblies and parts, a detailed inspection for correct spacing of the gap between the bottom of the packing retainer and top of the valve body on the assemblies and replacement of assemblies having unacceptable gaps. This AD also limits the installation of affected parts under certain conditions and reporting inspection results and returning certain assemblies to the manufacturer. The FAA is issuing this AD to address the unsafe condition on these products.
2003-16-51: This amendment adopts a new airworthiness directive (AD) that applies to certain Schempp-Hirth (SCHEMPP-HIRTH) Flugzeugbau GmbH Model Duo-Discus gliders. This AD requires you to accomplish a one-time inspection of the bonding of the spar cap and spar web, and repair any defective bonding of the spar cap and spar web. 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 detect and correct failure of the bonding of the spar cap and spar web, which if not detected and corrected, could result in an in-flight failure of the wing.
54-18-01: 54-18-01 NAVION: Applies to All Models. Compliance required as indicated. Inspection of a number of Navions has revealed an undesirable condition in which there is relative motion between the wing and fuselage at the wing-to-fuselage attachment necessitating installation of additional shear carrying attachment angles between the fuselage and wing. This condition is most prevalent in, but not limited to, older Navions and can be readily detected when the wing root fillets have been removed and a sharp fore and aft shaking force is applied to the wing tip. If loose, the applied force can be made to develop a motion of the wing mass which is opposite to the motion of the fuselage mass, and the looseness will be definitely seen and felt. It is therefore necessary that all Navions be inspected for this condition as soon as practicable but not later than October 15, 1954. In case the wings and fuselage seem to move as a unit mass and feel "solid" to the person applyingthe force, the corrective action outlined below may be delayed until the next annual inspection of the airplane. If a loose condition is evident, immediate corrective action as indicated in items 1 and 2 is necessary. 1. Determine whether there is any looseness due to elongated holes at the six bolt locations (two outboard and two inboard forward wing attachment bolts and two aft wing attachment bolts). If no elongated holes are found, the corrective action in item 2 should be accomplished. If elongated holes are evident proceed as follows (including item 2): (a) Ream each of the four forward wing attachment bolt holes (AN 5 inboard and AN 6 outboard) to receive the next larger size bolts. Remove and replace only one bolt at a time and torque to 140 inch-pounds. (If the next larger size bolts had already been installed previously for other reasons, the rework in accordance with this directive should be brought to the attention of the local FAA Agent for detail consideration. (b) Remove the two AN 5-65A aft attachment bolts, tube spacers, washers and units and install two 4 1/2-inch long 0.064 24ST alclad doubler strips to each end of the bottom inside flange of frame 142.57. Rivet each strip to the frame with four 5/32-diameter rivets and drill and ream to 0.3125-diameter to match the existing 5/16-diameter bolt hole in each frame. The two tube spacers must be shortened to fit within the channel and the two AN 5-65A bolts should be installed and torqued to 140 inch-pounds. 2. Install the following wing-to-fuselage chordwise shear attachment. (a) An 0.064 24S-T4 alclad angle should be fabricated to conform to the wing contour and attached to the lower longeron, inboard flange (both sides of airplanes). This angle should extend from the wing front spar reference plane to approximately 1 inch aft of the wing center spar reference plane (approximately 22 1/2 inches long). Attachment to the upper longeron should be made with eight AN 3 bolts. Attachment to the wing skin should be with fifteen 5/32 rivets (may be blind). Caution should be used in drilling through the wing skin to avoid injuring the fuel tank. (b) Flange of angle attaching to wing skin may be cut to conform to existing holes in wing skin for tubing which may pass through this area. (Ryan Navion Field Service Bulletin No. 21 covers this same subject.)
77-10-06: 77-10-06 BELL HELICOPTER TEXTRON: Amendment 39-2897. Applies to Models 206A and 206B helicopters certificated in all categories as indicated below: Compliance required within the next 100 hours time in service after the effective date of this Airworthiness Directive (AD), unless already accomplished. To minimize the possibility of loss of directional control due to failure of the tail rotor drive shaft, remove and replace tail rotor drive shaft bearings, bearing hangers, retaining rings, and shaft segments as specified in items 1 through 7 below: 1. Helicopter Serial Numbers 1 through 413: Tail Rotor Drive Shaft Installation Part Number 206-040-301-1: a. Remove Install One (1) hanger, P/N 206-040-336-1 One (1) hanger, P/N 206-040-346-9 One (1) hanger, P/N 206-040-335-1 One (1) hanger, P/N 206-040-345-9 Five (5) hangers, P/N 206-040-331-1 Five (5) hangers, P/N 206-040-338-5 Seven (7) bearings, P/N 206-040-339-1 Seven (7) bearings, P/N206-040-339-9 Twelve (12) retainers, P/N RR216C -------------------------- One (1) shaft, P/N 206-040-320-7 One (1) shaft, P/N 206-040-320-11 b. To prevent bearing hangers from chafing the drive shaft cover, the cover must be modified in accordance with Bell Helicopter Company Technical Bulletin Number 206- 76-2 dated January 7, 1976, (misdated 206-76-2) or later FAA-approved revision or FAA- approved equivalent. 2. Helicopter Serial Numbers 414 through 913: Tail Rotor Drive Shaft Installation Part Number 206-040-301-7: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 3. Helicopter Serial Numbers 414 through 637: Tail Rotor Drive Shaft Installation Part Number 206-040-301-7: Remove Install One (1) shaft, P/N 206-040-320-7 One (1) shaft, P/N 206-040-320-11 NOTE: Shaft P/N 206-040-320-7 may be reworked to configuration of Shaft P/N 206-040-320-11. See Part V of Bell Helicopter Company Service Bulletin Number 206-76-12. 4. Helicopter Serial Numbers 914 through 1251: Tail Rotor Drive Shaft Installation Part Number 206-040-301-13: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 5. Helicopter Serial Numbers 1252 through 1993: Tail Rotor Drive Shaft Installation Part Number 206-040-301-19: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 6. Removal and replacement as prescribed by paragraphs 1 through 5 must be in accordance with the applicable maintenance and overhaul manual instructions. 7. All spring clamp type bearing hangers, Part Number 206-040-338-5, must be installed with the spring on the left side of the tail boom. Bell Helicopter Company Service Bulletin 206-76-12 pertains to and provides instructions for accomplishing the intent of this AD. 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 Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas, 76101. These documents may also be examined at Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, 76101, and at FAA Headquarters, 800 Independence Avenue S.W., Washington, D.C., 20591. Equivalent means of compliance with the modifications prescribed by this AD may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas, 76101. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, may adjust the compliance time prescribed by this AD, if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective May 13, 1977.
2016-12-08: We are adopting a new airworthiness directive (AD) for GROB Aircraft AG Model G115EG airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracks in the bonded joint of the rear horizontal stabilizer frame. We are issuing this AD to require actions to address the unsafe condition on these products.
68-18-02: 68-18-02 CESSNA: Amendment 39-647. Applies to Model 177, Serial Numbers 661, and 17700001 and 17700003 through 17701164 airplanes. Compliance: Required within the next 10 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished. To prevent failure of the oil pressure gauge line between the engine crankcase and aircraft firewall, accomplish the following: (A) Replace the copper oil pressure gauge line assembly between the engine crankcase and aircraft firewall with a flexible hose assembly in accordance with Cessna Service Letter No. SE68-14, Supplement No. 1, dated August 23, 1968, or any equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Central Region. This amendment becomes effective September 5, 1968.