Results
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.
2024-10-12: The FAA is adopting a new airworthiness directive (AD) for certain Bell Textron Canada Limited Model 407 helicopters. This AD was prompted by a report that a certain part-numbered fuel system standpipe assembly (standpipe) may have sharp edges at the interval weld joints due to a quality escape during the manufacturing process. This AD requires inspecting certain fuel system parts and, depending on the inspection results, taking corrective actions and performing a fuel quantity gauging system calibration. Depending on the results of the fuel quantity gauging system calibration, this AD requires performing additional corrective actions and repeating the fuel quantity gauging system calibration. The FAA is issuing this AD to address the unsafe condition on these products.
80-15-02: 80-15-02 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 3839. Applies to Partenavia Model P.68 and P.68B airplanes serial numbers 1 through 165, except serial number 40, certificated in all categories, which have rudder cable pulley brackets P/N 2.3097-1 installed. Compliance required as indicated, unless already accomplished. To prevent the loss of proper rudder cable tension and rudder control system failure, accomplish the following: (a) For airplanes which have more than 500 hours time in service on the effective date of this AD, within the next 50 hours time in service after the effective date of this AD, accomplish paragraph (c) or paragraph (e) of this AD. (b) For airplanes which have less than 500 hours time in service on the effective date of this AD, before accumulating a total of 500 hours time in service, or within the next 50 hours time in service after the effective date of this AD, whichever occurs later, accomplish paragraph (c) or paragraph (e) of this AD. (c) Inspect the rudder pedal interconnecting bell crank bracket for cracks with special attention to the lower bracket and the rear face of aircraft frame number 3 for cracks and loose rivets in the area of the rudder cable pulley bracket attachment in accordance with PART II "Instructions" of Partenavia Service Bulletin 40, dated September 9, 1978, or an FAA-approved equivalent. If no cracks are found, repeat the inspection at intervals not to exceed 50 hours time in service since the last inspection until paragraph (e) of this AD is accomplished. (d) If as a result of an inspection required by paragraph (c) of this AD, cracks or loose rivets are found, before further flight, except as provided in paragraph (g) of this AD, (1) repair cracks in frame number 3 by stop drilling; (2) remove any loose rivets and replace with new rivets; and (3) replace any cracked brackets, P/N 2.3097-1, by compliance with paragraph (e) of this AD. Uponcompliance with subparagraphs (1), (2) and (3) of this paragraph, the repetitive inspections required by paragraph (c) are no longer required. (e) Replace the rudder pedal interconnecting bell crank bracket, P/N 2.3097-1, with a new bracket, P/N 2.3111-1, in accordance with PART III "Instructions" of Partenavia Service Bulletin No. 40, dated September 9, 1978, or an FAA-approved equivalent. (f) Equivalent means of compliance specified in this AD must be approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. (g) Aircraft may be flown in accordance with FAR 21.197 and 21.199 to a location where the repairs and replacement can be performed. This amendment becomes effective July 21, 1980.
2018-02-18: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318, A319, and A320 series airplanes and Model A321-111, -112, -131, -211, -212, -213, -231, -232 airplanes. This AD requires revising the airplane flight manual (AFM) to provide guidance to the flight crew for emergency procedures when erroneous airspeed indications are displayed on the back-up speed scale (BUSS). This AD was prompted by a determination that, when two angle of attack (AoA) sensors are adversely affected by icing conditions at the same time, data displayed on the BUSS could be erroneous. We are issuing this AD to address the unsafe condition on these products.
78-26-03: 78-26-03 GRUMMAN: Amendment 39-3369. Applies to Models G-164, G-164A and G-164B aircraft, certificated in all categories, that have been in service for either more than 500 hours or six months. Compliance is required as indicated: To detect corrosion of the lower wing attachment fittings, P/N's A1050-1, -3, -4, -101, -102, -103, -104, -13, -19, -20, -411, -412 and 3050-13, -14, -15, -16, accomplish the following: (a) Within the next 25 hours in service and thereafter at intervals not to exceed 500 hours in service or six months, whichever comes first, since the last inspection, visually inspect the lower wing panel attachment fittings for corrosion. (b) If surface corrosion (corrosion which is evidenced by dulling, pitting, blistering, scaling, roughness, or localized discoloration of the metal surface) is found on the attachment fittings, remove the wing and the corrosion. If it is required to clean up corrosion of the rear fittings follow the procedure below: 1. Press wing attachment bolt bushing below corroded surface. Do not fully remove the bushing. 2. Remove corrosion. 3. Equalize the amount the bushing extends from each surface of the fitting. 4. Measure gap in fuselage fitting. 5. Fabricate shims for both sides of fitting so that total width of fitting does not exceed gap of fuselage and bushing does not exceed width of fitting by more than .020". If the front or rear wing attachment fitting dimensions are found to be in excess of the minimum limits specified in paragraph (c), (d), or (e), protect the surface from further corrosion in accordance with FAA Advisory Circular 43.13-1A, Paragraph 250(b) or equivalent. (c) For G-164 aircraft S/N's 001 thru 400: If after removal of the corrosion, the thickness of the front or rear fitting is found to be less than the .231", or the distance from the edge of the fitting is found to be less than .290", install an unused fitting of the same part number or an equivalent.(d) For G-164A aircraft S/N's 401 and up. If after removal of the corrosion, the thickness of the front or rear fitting is found to be less than .220", or the distance from the edge of the hole to the edge of the fitting is found to be less than .340", install an unused fitting of the same part number or an equivalent. (e) For G-164B aircraft S/N's 001 and up. If after removal of the corrosion, the thickness of the front or rear fitting is found to be less than .230", or the distance from the edge of the hole to the edge of the fitting is found to be less than .515", install an unused fitting of the same part number or an equivalent. Equivalent parts and corrosion protection must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the compliance times specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. The aircraft may be flown in accordance with FAR 21.197 to a location where the AD can be accomplished. Grumman Service Bulletin No. 65 dated October 16, 1978, covers this same subject. This amendment is effective December 20, 1978.
2002-25-09: This amendment adopts a new airworthiness directive (AD) that applies to certain Air Tractor, Inc. (Air Tractor) Models AT-250, AT- 300, AT-301, AT-302, AT-400, AT-400A, AT-401, AT-401A, AT-402, AT-402A, AT-501, AT-502, and AT-502A airplanes. This AD requires you to install an overturn skid plate in the cockpit area. This AD is the result of reports of foreign material entering the cabin area during an overturn skid of the affected airplanes. The actions specified by this AD are intended to minimize the possibility of dirt or mud penetrating the cockpit in case of an aircraft overturn. Such mud and dirt penetration into the cockpit could lead to pilot asphyxia or injury.
2024-12-05: The FAA is superseding Airworthiness Directive (AD) 2021-25-12 and AD 2022-11-11, which applied to certain De Havilland Aircraft of Canada Limited Model DHC-8-401 and -402 airplanes. AD 2021-25-12 required repetitive lubrications of the trailing arm of the nose landing gear (NLG). AD 2021-25-12 also required revising the existing maintenance or inspection program to include new and revised airworthiness limitations. AD 2022-11-11 required a modification to the NLG shock strut assembly. This AD continues to require the actions specified in AD 2021-25-12 and AD 2022-11-11 and requires replacement of the pivot pin and tow fitting assembly with a new, improved pivot pin and tow fitting assembly and prohibits the installation of affected parts. This AD was prompted by a determination that the pivot pin and tow fitting assembly of the NLG must be replaced. The FAA is issuing this AD to address the unsafe condition on these products.
99-19-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires a one-time inspection of all gland nuts supplied with certain shock struts of the center landing gear (CLG) to verify that the gland nuts have the correct thread profile, and replacement of any defective gland nut with a new gland nut. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent the failure of the CLG, and subsequent damage to the airplane structure or injury to airplane occupants.
2002-25-08: This amendment supersedes three existing airworthiness directives (AD's), that are applicable to GE CF6-45, -50, -80A, -80C2, and -80E1 turbofan engines. Those AD's currently require specific handling of the GE CF6 series high pressure compressor rotor (HPCR) stage 3-9 spools during a fluorescent penetrant inspection process, and initial and repetitive ultrasonic and eddy current inspections of certain HPCR stage 3-9 spools for cracks. This amendment removes the AD that requires special handling of the spools during fluorescent- penetrant inspection, and adjusts and combines the initial and repetitive inspection requirements, currently listed in two AD's, into one AD for the HPCR stage 3-9 spool. This amendment aligns repetitive inspection requirements with the more stringent initial inspection requirements mandated by AD 2000-16-12, Amendment 39-11868 (65 FR 50623, August 21, 2000) and terminates AD 95-18-14, Amendment 39-9361 (60 FR 46216, September 6, 1995) that is no longer necessary. The actions specified by this AD are intended to prevent cracks, which can cause separation of the HPCR stage 3-9 spool and possible uncontained engine failure.