Results
2001-22-10: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Mystere-Falcon 50, Mystere-Falcon 900, and Falcon 900EX series airplanes, that requires revising the Emergency Procedures and Abnormal Procedures sections of the airplane flight manual to advise the flightcrew to immediately don oxygen masks in the event of significant pressurization or oxygen level changes. The actions specified by this AD are intended to prevent incapacitation of the flightcrew due to lack of oxygen, which could result in their inability to continue to control the airplane. This action is intended to address the identified unsafe condition.
2025-12-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC225LP helicopters. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the airworthiness limitations section (ALS) of the existing maintenance manual (MM) or instructions for continued airworthiness (ICAs) and the existing approved maintenance or inspection program, as applicable. The FAA is issuing this AD to address the unsafe condition on these products.
66-05-05: 66-05-05 PRATT & WHITNEY: Amdt. 39-195 Part 39 Federal Register February 18, 1966. Applies to Models JT3D-1, JT3D-1-MC6, and JT3D-1-MC7 Turbofan Engines. Compliance required as indicated. To prevent failure of the second stage compressor rotor disc, accomplish the following: (a) Inspect second stage compressor rotor disc, P/N 421602, with less than 5,000 cycles on the effective date of this AD in accordance with (d) before the accumulation of 5,050 cycles and thereafter at intervals not to exceed 100 hours' time in service from the last inspection until the installation of rotor disc, P/N 405702, 457802, or 571202. (b) Inspect second stage compressor rotor disc, P/N 421602, with 5,000 or more cycles on the effective date of this AD that have been inspected using the fluorescent penetrant inspection procedures outlined in Pratt & Whitney Aircraft JT3D Overhaul Manual and the visual inspection procedures contained in Pratt & Whitney Aircraft letter dated June 15,1965, within the last 700 hours' time in service before the effective date of this AD in accordance with (d) before the accumulation of 750 hours' time in service since the fluorescent penetrant and visual inspection, and at intervals not to exceed 100 hours' time in service from the last inspection until the installation of rotor disc, P/N 405702, 457802, or 571202. (c) Inspect second stage compressor rotor disc, P/N 421602, with 5,000 or more cycles on the effective date of this AD that have not been inspected using the fluorescent penetrant inspection procedures outlined in Pratt & Whitney Aircraft JT3D Overhaul Manual and the visual inspection procedures contained in Pratt & Whitney Aircraft letter dated June 15, 1965, within the last 700 hours' time in service before the effective date of this AD in accordance with (d) within the next 50 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the last inspection until the installation of rotor disc, P/N 405702, 457802, or 571202. (d) Inspect for cracks front and rear sides of the inner portion of second stage compressor rotor disc web visible through the number one hub bore, using a strong light and a glass of at least three power or an FAA- approved equivalent inspection procedure. If any indication of a crack is found, remove the engine before further flight and disassemble for confirmation of the crack. If no cracks are found, the engine may be returned to service. Replace any cracked disc before further flight. (e) Remove from service second stage compressor rotor disc, P/N 421602, before the accumulation of 16,000 hours' time in service. (f) Remove from service second stage compressor rotor disc, P/N 571202 (which is a disc, P/N 421602, that has been modified by Pratt & Whitney Aircraft), before the accumulation of 16,000 hours' time in service as P/N 421602 and P/N 571202 combined. (g) For the purpose of this AD, the number of cycles equals the number of flights that involve an engine operating sequence consisting of engine starting, takeoff operation, landing, and engine shutdown. The number of cycles may be determined by actual count or, subject to acceptance by the assigned FAA maintenance inspector, may be calculated by dividing each second stage compressor rotor disc's hours' time in service by the operator's fleet average time per flight (involving an engine operating sequence, consisting of engine starting, takeoff operation, landing, and engine shutdown) for air planes equipped with Pratt & Whitney Model JT3D-1 Series turbofan engines. (h) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiatingdata to justify the increase for that operator. (Pratt & Whitney Aircraft telegram to operators of JT3D-1, JT3D-1-MC6 and JT3D-1-MC7 turbofan engines dated December 10, 1965, pertains to this subject.) This directive effective February 18, 1966.
78-20-05 R4: 78-20-05 R4 SIKORSKY AIRCRAFT: Amendment 39-3305 as amended by Amendment 39-3425 and Amendment 39-3444 and 39-3838 is further amended by Amendment 39-4648. Applies to S-61 series helicopters certificated in all categories, including military counterparts, equipped with main rotor P/N S6112-23025-1 spindles (S6112-23027-006 spindle assemblies) and S6110-23325 series spindles (S6110-23327 series spindle assemblies). Compliance required as indicated. To preclude the possibility of failure of main rotor spindles, accomplish the following. 1. Within the next 20 hours' time in service, unless already accomplished within the last 50 hours' time in service, after the effective date of this amendment, and thereafter at intervals not to exceed 70 hours time in service, conduct ultrasonic inspections of all main rotor P/N S6112-23025-1 spindles (S6112-23027-006 spindle assemblies) and S6110-23325 series spindles (S6110-23327 series spindle assemblies), (plated and unplated), with 70 or more hours time in service, in accordance with the inspection method of Sikorsky Service Bulletin No. 61B10-33F, or an equivalent method approved by the Manager, Boston Aircraft Certification Branch, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. 2. If a crack is found during the above inspections, replace the cracked spindle with a new spindle or a serviceable spindle prior to further flight. 3. Report in writing any cracks found during the above inspections to the Manager, Boston Aircraft Certification Branch, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Each report must include the length and location of the cracks and total time in service of the spindle (reporting approved by the Office of Management and Budget under OMB No. 04-R0174). 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 United Technologies Corporation, Sikorsky Aircraft, North Main Street, Stratford, Connecticut 06601, Attn: S-61 Commercial Product Support Department. These documents also may be examined in the Office of the Regional Counsel, Federal Aviation Administration, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas 76106. Amendment 39-3305 became effective upon publication in the FEDERAL REGISTER for all persons except those to whom it was made effective immediately by telegram dated July 31, 1978. Amendment 39-3425 became effective upon publication in the FEDERAL REGISTER. Amendment 39-3444 became effective upon publication in the FEDERAL REGISTER for all persons except those to whom it was made effective immediately by telegram dated March 9, 1979. Amendment 39-3838 became effective June30, 1980. This Amendment 39-4648 becomes effective May 25, 1983.
93-07-06: 93-07-06 DE HAVILLAND, INC.: Amendment 39-8538. Docket 92-NM-120-AD. Applicability: Model DHC-8-100 and DHC-8-300 series airplanes; serial numbers 3 through 216, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced controllability of the airplane, accomplish the following: (a) Within 50 hours time-in-service after the effective date of this AD, inspect the inboard flaps for free play and roller rattle, in accordance with the Accomplishment Instructions, Paragraph A., of de Havilland Service Bulletin S.B. 8-27-53, dated May 11, 1990. NOTE: Evidence of free play and roller rattle, as defined in the service bulletin, is a desirable condition. (b) If free play and roller rattle are found as a result of the inspection required by paragraph (a) of this AD: Within 3,000 hours time-in-service or one year after the effective date of this AD, whichever occurs first, re-rig the flap system, in accordance with the Accomplishment Instructions, Paragraph B., of de Havilland Service Bulletin S.B. 8-27-53, dated May 11, 1990. After accomplishment of this procedure, no further action is required by this AD. (c) If free play and roller rattle are not found as a result of the inspection required by paragraph (a) of this AD: Within 250 hours time-in-service after the effective date of this AD, re-rig the flap system, in accordance with the Accomplishment Instructions, Paragraph B., of de Havilland Service Bulletin S.B. 8-27-53, dated May 11, 1990. (1) If the airplane has accumulated more than 5,000 landings when the flap system is re-rigged in accordance with this paragraph: Within 250 hours time-in-service after the effective date of this AD, begin repetitive inspections of the structurally significant items (SSI) in the vicinity of the re-rigged inner flap (identified in the following table) and repeat at the intervals specified in the applicable FAA-approvedmaintenance program. AIRPLANE MAINTENANCE PROGRAM DHC SSI TASK IDENTIFICATION NO. DHC-8 Series 100, All Models DHC-8 Series 100 Maintenance Program PSM 1-8-7, Part 2, Airworthiness Limitations Listings WF01, WF02, WF03, WF05, WF06, WF07, WF08, WF09, WF10, WF28, WF29, WF30, and WF31 DHC-8 Series 300, Model 301 DHC-8 Series 300 Maintenance Program PSM 1-83-27, Part 2, Airworthiness Limitations Listings WF01, WF02, WF03, WF05, WF06, WF07, WF08, WF09, WF10, WF28, WF29, WF30, and WF31 (2) If the airplane has accumulated 5,000 or fewer landings when the flap system is re-rigged in accordance with this paragraph, no further action is required by this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspection and re-rig shall be done in accordance with de Havilland Service Bulletin S.B. 8-27-53, dated May 11, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on May 14, 1993.
88-20-06: 88-20-06 MITSUBISHI HEAVY INDUSTRIES, LTD. (formerly Nihon Aeroplane Manufacturing Company (NAMC): Amendment 39-6023. Applies to all Model YS-11/-11A series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the vertical stabilizer front spar-to-fuselage fittings, accomplish the following: A. Within 600 hours time-in-service after the effective date of this AD or within 4 months after the effective date of this AD, whichever occurs first, visually inspect the vertical stabilizer front spar fuselage side fittings, Part Number (P/N) 01-38101-11/-12, for cracked lugs, in accordance with Paragraph 2., "Instructions," of NAMC YS-11 Alert Service Bulletin (SB) A53-71, dated May 23, 1986. Repeat this inspection at intervals not to exceed 1,000 hours time-in-service. B. If any crack is found in fitting P/N 01-38101-11/-12 during the inspections required by paragraph A., above: Prior to further flight, remove that fitting from the airplane and accomplish the inspections, corrosion treatment, and replacement of parts, as necessary, in accordance with Paragraph 2., "Instructions," of NAMC YS-11 Service Bulletin 53-70, dated May 23, 1986. Once this has been accomplished, the required repetitive inspections may be discontinued. C. If no cracking is found in fitting P/N 01-38101-11/-12 during the inspections required by paragraph A., above: Within 6,000 hours time-in-service after the effective date of this AD, or by January 1, 1990, whichever occurs first, accomplish the inspections, corrosion treatment, and replacement of parts, as necessary, in accordance with paragraph 2., "Instructions," of NAMC YS-11 Service Bulletin 53-70, dated May 23, 1986. Once this has been accomplished, the required repetitive inspections may be discontinued. D. The repetitive inspections required by paragraph A., above, may be terminated if the vertical stabilizer front spar fuselageside fitting P/N 01-38101-11/-12 had been given corrosion prevent treatment after September 1, 1985, or once it has been replaced by fitting P/N 01-38101-21/-22. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to ferry aircraft to a maintenance base in order to comply with the requirements of 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 Mitsubishi Heavy Industries, Ltd., Nagoya AircraftWorks, YS-11 Technical Publications, Service Department, 10, Oye-Cho, Minato-ku, Nagoya, Japan. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California. This amendment, 39-6023, supersedes AD 86-03-05, Amendment 39-5233. This amendment, 39-6023, becomes effective November 1, 1988.
2001-12-08 R1: This amendment corrects and clarifies information in an existing airworthiness directive (AD) that applies to certain Boeing Model 767 series airplanes. That AD currently requires removing the two existing escape ropes in the flight compartment; installing new escape ropes, bags, and placards; and replacing the nylon straps with new straps; as applicable. This document clarifies and corrects the affected airplane line numbers. This correction is necessary to ensure that operators do not misinterpret which airplanes are subject to the requirements of this AD. \n\n\tThe incorporation by reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of July 20, 2001 (66 FR 32531, June 15, 2001).
65-28-06: 65-28-06 VICKERS: Amdt. 39-165 Part 39 Federal Register December 14, 1965. Applies to Viscount Model 810 Series Airplanes. Compliance required within the next 500 hours' time in service after the effective date of this AD unless already accomplished. To prevent overloading of the emergency inverter type 32E01-2-A in the event of main d.c. bus-bar failure, replace the carbon pile voltage regulators AB5859 or 877928 with Bendix Corporation solid state voltage regulator 4B39-15. (British Aircraft Corporation (Operating) Ltd., (Weybridge Division) Modification Bulletin No. G.2015 (810 Series) and later ARB-approved issues cover this subject.) This directive effective January 13, 1966.
2025-12-08: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) Model CF34-8C1, CF34-8C5, CF34- 8C5A1, CF34-8C5A2, CF34-8C5A3, CF34-8C5B1, CF34-8E2, CF34-8E2A1, CF34- 8E5, CF34-8E5A1, CF34-8E5A2, CF34-8E6, and CF34-8E6A1 engines. This AD was prompted by a predicted reduction in the cyclic life of the combustion chamber assembly (CCA) forward flange. This AD requires fluorescent penetrant inspections (FPIs) of the CCA for any indications and replacement if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2001-22-06: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model B-17E, F, and G airplanes, that requires inspections to detect cracking and corrosion of the wing spar chords, bolts and bolt holes of the spar chords, and wing terminals; and correction of any discrepancy found during these inspections. This amendment is prompted by reports of cracking and corrosion of the wing spar. The actions specified by this AD are intended to prevent reduced structural integrity of the wing of the airplane due to the problems associated with corrosion and cracking of the wing spar.
2017-07-06: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation Model G-1159B airplanes. This AD was prompted by a review of airplane maintenance records, which revealed that incorrect rudder assemblies were installed on certain airplanes. This AD requires certain inspections, and replacement or modification of the rudder assembly if necessary. We are issuing this AD to address the unsafe condition on these products.
2010-25-04: We are adopting a new airworthiness directive (AD) for the McDonnell Douglas Corporation airplanes listed above. This AD requires modifying the fuel boost pumps for the center wing, and forward or aft auxiliary fuel tanks. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent possible sources of ignition in a fuel tank caused by an electrical fault in the fuel boost pumps. An ignition source in the fuel tank could result in a fire or an explosion and consequent loss of the airplane.
2017-07-08: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK 117 D-2 helicopters. This AD requires repetitively inspecting the engine mount bushings. This AD was prompted by reports of delaminated and worn bushings. The actions of this AD are intended to prevent an unsafe condition on these products.
2001-21-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires a revision of the Airplane Flight Manual (AFM) to alert the flightcrew that both flight management computers (FMC) must be installed and operational. That AD also requires an inspection to determine the serial number of the FMC's; and follow-on corrective actions, if necessary, which terminate the AFM revision. This amendment requires an inspection to verify if a certain modification is on the front and rear identification plates of the FMC's; and applicable follow-on and corrective actions. This amendment is prompted by the FAA's determination that further rulemaking action is necessary to ensure that all affected airplanes are inspected for suspected defective multiplexers. The actions specified by this AD are intended to prevent loss of airspeed and altitude indications on both primary flight displays in the cockpit, and/or loss or degradation of the autopilot functionality, and consequent failure of the data busses.
2001-21-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Gulfstream Model G-V series airplanes. This action requires an initial inspection of the electrical connections for the fire extinguisher bottles; an inspection after any subsequent maintenance affecting the fire extinguisher bottles; corrective action, if necessary; and reporting of the results of the inspection to the Federal Aviation Administration (FAA). This action is prompted by a report indicating that the electrical connections for the fire extinguisher bottle squibs had been improperly installed either during manufacturing or during subsequent maintenance. This action is necessary to prevent fire extinguishing agent from being discharged into the wrong location, which could result in failure to extinguish an in-flight fire on an affected engine and jeopardize operation of the opposite engine. This action is intended to address the identified unsafe condition.
92-14-01: 92-14-01 SAAB-SCANIA: Amendment 39-8283. Docket No. 92-NM-07-AD. Applicability: Model SAAB SF340A series airplanes, serial numbers 004 through 159, inclusive; and Model SAAB 340B series airplanes, serial numbers 160 through 166, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of structural integrity of the powerplant installation and subsequent damage to the engine forward frame, accomplish the following: (a) If, when accomplishing the inspections required by AD 90-05-10, Amendment 39-6530 (reference SAAB Service Bulletin 340-54-026), it was determined that MS21042 nuts had already been installed, and no change from collars to nuts had taken place, then accomplishment of this AD is not required. (b) Except as provided in paragraph (a) of this AD, within 1,500 hours time-in-service after the effective date of this AD; and thereafter at intervals not to exceed 1,500 hours time-in-service; accomplish a visual inspection of the upper and lower drag strut attachment fittings and the adjacent skin area, the upper longeron and attaching frame, and the angle attaching the frame to the side wall to detect loose fasteners, loose fittings, and cracks; and accomplish a torque inspection of the MS21042 nuts, in accordance with section 1.B.(i) of SAAB Service Bulletin 340-54-027, Revision 2, dated March 10, 1992. (1) If loose fasteners or fittings are found, prior to further flight, perform the detailed inspection required by paragraph (c) of this AD. (2) If the installed MS21042 nuts are not loose, check the torque; and retorque, prior to further flight, if nuts are out of torque tolerance. (3) If cracks are found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) Except as provided in paragraph (a) of this AD, within 3,000 hours time-in-service after the effective date of this AD; and thereafter at intervals not to exceed 3,000 hours time-in-service; inspect the drag strut attaching holes at each end of the drag strut (one upper and one lower attach fitting) to detect elongation, damage, and abnormal wear, in accordance with section 2.B.(ii) of SAAB Service Bulletin 340-54-027, Revision 2, dated March 10, 1992. (1) If any holes are elongated or outside the specified tolerance, prior to further flight, repair in accordance with sections E. and F. of the service bulletin, as appropriate. (2) If any damage found exceeds the limits of the modifications described in the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) Except as provided in paragraph (a) of this AD, prior to the total accumulation of 22,000 landings, or within 500 landings after the effective date of this AD, whichever occurs later, accomplish a detailed inspection of the lower drag strut attachment holes (Eddy Bolt/Hi-Lok) of the lower drag strut fitting, the inner side beam skin and the upper longerons, and the drag strut attachment holes in the upper and lower fittings, in accordance with section 2.D. of SAAB Service Bulletin 340-54-027, Revision 2, dated March 10, 1992. (1) If the attaching holes are elongated or out of the specified tolerance, prior to further flight, repair in accordance with sections E. and F. of the service bulletin, as appropriate. (2) If defects such as gouges, nicks, cracks, and creases are found, or if the damage found exceeds the limits of the modifications described in the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (e) Accomplishment of paragraph (d) of this AD constitutes terminating action for the requirements of paragraphs (b) and (c) of this AD. (f) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (g) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (h) The inspections and repair shall be done in accordance with SAAB Service Bulletin 340-54-027, Revision 2, dated March 10, 1992, which incorporates the following list of effective pages: Page Number Revision Level Date 1-3, 5-12, 14 1 July 4, 1991 4, 13 2 March 10, 1992 15-20 Original Undated This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from SAAB-SCANIA AB, Product Support, S-581.88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (i) This amendment becomes effective on August 18, 1992.
2025-12-02: The FAA is adopting a new airworthiness directive (AD) for certain Ipeco Holdings Limited (Ipeco) pilot and co-pilot seats. This AD was prompted by reports of unexpected rearward movement of pilot and co-pilot seats during take-off and landing. This AD requires a one-time visual inspection of each affected seat, accomplishment of applicable corrective actions, and operational tests. The FAA is issuing this AD to address the unsafe condition on these products.
2017-06-08: We are superseding Airworthiness Directive (AD) 2006-06-09, AD 2012-05-08, and AD 2012-07-08, for certain Embraer S.A. Model ERJ 170 airplanes. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new airworthiness limitations. This AD was prompted by a determination that more restrictive airworthiness limitations are necessary. We are issuing this AD to address the unsafe condition on these products.
2017-06-03: We are superseding Airworthiness Directive (AD) 81-09-09 for certain Meggitt (Troy), Inc. (previously known as Stewart Warner South Wind Corporation and as Stewart Warner South Wind Division) Model Series (to include all the variants) 921, 930, 937, 940, 944, 945, 977, 978, 979, 8240, 8253, 8259, and 8472 combustion heaters. AD 81-09-09 required repetitive inspections of the combustion heater; repetitive installation inspections of the combustion heater; and, for combustion heaters having 1,000 hours or more time-in-service (TIS), overhaul of the combustion heater. This new AD requires detailed repetitive inspections, repetitive pressure decay tests, and disable/removal of the combustion heater if necessary. This AD was prompted by an airplane accident and reports that the heater was malfunctioning. We are issuing this AD to correct the unsafe condition on these products.
2001-21-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain General Electric Company (GE) GE90 series turbofan engines. That AD currently requires inspecting and purging the P3B and Ps3 lines and associated fittings and ports of moisture. This amendment will allow the installation of improved hardware as terminating action to requirements of the AD, and remove the GE90-92B engine model from the AD applicability. This amendment is prompted by the recent FAA approval of redesigned P3B and Ps3 sense lines, and the removal of the GE90-92B engine from the applicability. The actions specified in this AD are intended to prevent corruption of Ps3 signals, which could result in simultaneous loss of thrust control of both engines.
2017-06-14: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by reports of cracks in the horizontal stabilizer lower skins. This AD requires inspections for cracking of the horizontal stabilizer lower skin, and corrective actions if necessary; and also provides actions that would terminate certain repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
95-08-12: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter Deutschland GmbH (ECD) Model MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters, that requires a modification of the latches on the transmission and engine cowling access doors. This amendment is prompted by five occurrences of an engine or transmission cowling access door becoming loose in flight. The actions specified by this AD are intended to prevent the transmission and engine cowling access doors from opening in flight, being struck by the main rotor blade, and subsequently, separating from the helicopter and being ingested by the main rotor or tail rotor system resulting in a loss of control of the helicopter.
2025-12-01: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a report that incorrect information was found in certain calculation tables in a section of the airplane flight manual (AFM) that addresses certain slat-flap conditions. This AD requires revising the Non-Normal Procedures section of the existing AFM to provide the flightcrew with corrected procedures to use in certain slat-flap conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2001-20-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737 series airplanes, that requires inspection of wire bundles in certain junction boxes in the main wheel well to detect chafing or damage, and follow-on actions. The actions specified by this AD are intended to prevent wire damage, which could \nresult in arcing and consequent fire in the main wheel well or passenger cabin, or inability to stop the flow of fuel to an engine or to the auxiliary power unit in the event of a fire. This action is intended to address the identified unsafe condition.
2001-20-19: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-90-30 series airplanes. This action requires a visual inspection for heat damage, arcing, and loose terminal screws of the ground service electrical circuit breaker panel, and corrective actions, if necessary. This \naction is necessary to prevent overheating or arcing of circuit breakers in the ground service electrical circuit breaker panel, which could result in damage to the circuit breaker, wiring, or surrounding insulation blankets, and consequent smoke or fire in the flightdeck. This action is intended to address the identified unsafe condition.