Results
47-21-09: 47-21-09 NAVION: (Was Mandatory Note 8 of AD-782-3.) Applies to All Serials Up to and Including Number NAV-4-947. Compliance required prior to September 1, 1947. Due to malfunctioning of the hydraulic system which has resulted in the failure of components of that system, including actuating cylinders, the following modifications must be accomplished: (a) If an engine-driven hydraulic pump is installed in the airplane, rework the hydraulic power system to install the manually controlled relief valve, North American P/N 145- 58027, and replace the existing placard "Hyd. System Pull Off" with new placard "Hyd. Power On". (North American Field Service Bulletin No. 26 covers this same subject.) (b) Install the swivel head type nose gear actuating cylinder, North American P/N 145-58014. (North American Field Service Bulletin No. 19 covers this same subject.) (c) Visually inspect all flap and landing gear actuating cylinders for evidence of cracks or other damage. Any cylinders found to be damaged should be replaced.
2004-14-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-102, -103, and -106 airplanes, that requires repetitive detailed inspections of the left and right aileron tab actuator arm channels for cracking, and corrective actions if necessary. This proposal also provides an optional terminating action for the repetitive inspections. This action is necessary to prevent increased roll forces due to cracking of the left and right aileron tab actuator arms, which could be interpreted by the pilot as a flight control problem and might lead to loss of control of the airplane. This action is intended to address the identified unsafe condition.
2022-05-02: The FAA is superseding Airworthiness Directive (AD) 2021-11- 25, which applied to certain Airbus Helicopters (type certificate previously held by Eurocopter France) Model AS350B3 and EC130T2 helicopters. AD 2021-11-25 required revising the existing rotorcraft flight manual (RFM) for your helicopter by inserting a new procedure (temporary). Since the FAA issued AD 2021-11-25, the manufacturer identified an additional affected full authority digital engine control (FADEC) part number and developed an optional modification for the affected FADECs. This AD requires revising the existing RFM for your helicopter by inserting a new procedure (temporary). This AD also requires, for helicopter on which an optional terminating action (installation of serviceable FADECs) was done, removing the applicable temporary procedure from the existing RFM for your helicopter. In addition, this AD also adds helicopters to the applicability. Furthermore, this AD prohibits the installation of an affected FADEC. The FAA is issuing this AD to address the unsafe condition on these products.
2004-14-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747- 400F, and 747 SR series airplanes, that requires inspection of fire extinguisher bottles in the engine and the auxiliary power unit (APU) to determine the part number; and replacement of the fire extinguisher bottles with new fire extinguisher bottles, if necessary. This action is necessary to prevent fractured discharge heads, which could cause the fire extinguishing agent to leak, which could result in an uncontrolled engine fire that could spread to the strut and wing, or an uncontrolled APU fire that could spread to the airplane structure. This action is intended to address the identified unsafe condition.
96-17-01: This amendment adopts a new airworthiness directive (AD) that is applicable to AlliedSignal Inc. (formerly Textron Lycoming) Model T5313B turboshaft engines. This action supersedes priority letter AD 96-15-07 that currently requires, prior to further flight, removal from service of all suspect second stage power turbine disks, identified by serial number, and replacement with serviceable parts. This action corrects an incorrect second stage power turbine disk serial number. This amendment is prompted by report of a typographical error in the serial number listing. The actions specified by this AD are intended to prevent possible failure of a second stage power turbine disk, uncontained engine failure, and damage to aircraft.
94-14-15: 94-14-15 DASSAULT AVIATION: Amendment 39-8963. Docket 93-NM-159-AD. Applicability: Model Mystere-Falcon 50 series airplanes, serial numbers 2 through 216, inclusive; equipped with exhaust duct attachment clamps, part number (P/N) NH1002299-10 or P/N NH1007763- 10; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of attachment clamps installed on the engine exhaust ducts, which could cause exhaust gas to leak and, subsequently, could trigger a false engine fire alarm, accomplish the following: (a) For airplanes equipped with exhaust duct attachment clamps having P/N NH1002299-10: Within 300 flight hours after the effective date of this AD, or within 6 months after the effective date of this AD, whichever occurs first, replace attachment clamps having P/N NH1002299-10 with attachment clamps having P/N NH1007763-10, in accordance with Dassault Aviation Service Bulletin F50-229 (F50- 54-13), Revision 1, dated July 21, 1993. (b) For airplanes equipped with exhaust duct attachment clamps having P/N NH1007763-10: Within 1,400 flight hours after the effective date of this AD, inspect the attachment clamps installed on the engine exhaust ducts to verify if the clamp screw is straight (not bent), in accordance with Dassault Aviation Service Bulletin F50-229 (F50-54-13), Revision 1, dated July 21, 1993. (1) If the clamp screw is straight, prior to further flight, verify if the tightening torque value of the screw is marked on the attachment clamp as follows: "NORMAL NET TORQUE 100-120 IN-LBS." (i) If the marking is as specified in paragraph (b)(1) of this AD, no further action is required. (ii) If the marking is not as specified in paragraph (b)(1) of this AD, prior to further flight, erase the incorrect marking and replace it with the correct tightening torque value. (iii) After correcting the marking, prior to further flight, ensure that the clamp screw is secured to the tightening torque value specified in paragraph (b)(1) of this AD. (2) If the clamp screw is bent, prior to further flight, replace the discrepant attachment clamp with a new attachment clamp having the same part number, in accordance with the Accomplishment Instructions of Dassault Aviation Service Bulletin F50-229 (F50-54-13), Revision 1, dated July 21, 1993. (c) As of the effective date of this AD, no person shall install an exhaust duct attachment clamp having P/N NH1007763-10 on any airplane, unless that attachment clamp is marked "NORMAL NET TORQUE 100-120 IN-LBS." (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, 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, ANM-113. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with Dassault Aviation Service Bulletin F50-229 (F50-54-13), Revision 1, dated July 21, 1993. 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 Falcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on August 5, 1994.
96-17-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, -40, and KC-10A (military) series airplanes, that requires modification of the AC generator control units. This amendment is prompted by reports of loss of electrical power from two generators and an engine that flamed out due to an overfrequency condition of a generator. The actions specified by this AD are intended to prevent an overfrequency condition of a generator, which could lead to the loss of all electrical power of the airplane.
2022-02-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report that during a fleet sampling inspection, cracks were found on the inner cylinder pivot pins of the left and right main landing gear (MLG) on one of the airplanes. This AD requires repetitive lubrications of the left and right MLG truck beams and inner cylinder pivot joints; a review of the maintenance program documentation to verify that certain lubrication tasks are incorporated; repetitive inspections of the MLG inner cylinder pivot pins and inner cylinder bushings of the MLG truck beams and inner cylinder joints to detect friction, heat damage, excessive wear, cracking, and smearing of bushing material; and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
50-19-02: 50-19-02 CONVAIR: Applies to All Model 240 Aircraft. Compliance required as indicated. Failures of the rudder flight tab balance weight brackets and of the rudder closing spar ahead of the flight tab have been experienced on service aircraft. In order to preclude the possibility of these failures progressing to such an extent that the airworthiness of the airplane is impaired, it is considered necessary that the following be accomplished on all CVAC Model 240 Series aircraft: A. To be accomplished as soon as practicable but not later than next No. 1 inspection and to be repeated at each No. 2 inspection thereafter. Inspect the rudder flight tab balance weight brackets for cracks in the neck down areas approximately 1 inch from the flight tab and also adjacent to the edges of the counterweight. Inspect the rudder closing spar for cracks in the areas adjacent to the rudder flight tab hinge brackets. All cracks, when found, must be replaced or suitably repaired before next flight. B. To be accomplished by January 1, 1951. Reinforce the rudder flight tab balance weight brackets, and the attachment of the brackets to the tab and to the balance weight. (CVAC Service Bulletin 240-355A covers this same subject.) NOTE: Although evidence indicates that these failures will be materially reduced after incorporation of the above, sufficient evidence of trouble-free operation is not available. Therefore, it will be necessary that the inspections outlined under part A, be continued at each No. 3 inspection after the incorporation of part B, until sufficient evidence of trouble-free operation has been supplied to the FAA to warrant discontinuance of this inspection. This supersedes AD 50-06-03.
2004-14-17: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300-600 and A310 series airplanes, that currently requires deactivating both thrust reversers and revising the airplane flight manual (AFM) to ensure safe and appropriate performance during certain takeoff conditions. This amendment requires installing modifications that will add an independent third line of defense on the thrust reversers, which would enhance their redundancy and terminate the requirements of the existing AD. The actions specified by this AD are intended to prevent in-flight deployment of the thrust reversers, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2022-05-01: The FAA is adopting a new airworthiness directive (AD) for certain Learjet, Inc., Model 35, 35A (C-21A), 36, 36A, 55, 55B, 55C, and 60 airplanes. This AD was prompted by a report indicating that a repair station approved Learjet spoiler assemblies for return to service after extending their life limit. This AD requires removing certain spoiler assemblies from service and prohibits their installation. The FAA is issuing this AD to address the unsafe condition on these products.
48-12-04: 48-12-04 LOCKHEED: Applies to All 49 and 149 Aircraft As Specified by Civil Air Regulations Amendments 41-3, 42-2, and 61-2. To be accomplished not later than the dates specified in the above amendments as revised by special Civil Air Regulations Serial Nos. 385, 390, 390A, 390B and any subsequent regulations affecting these compliance dates. All air carrier aircraft must be modified in all necessary respects to comply with the fire prevention requirements outlined in CAR Amendments 41-3, 42-2, and 61-2. Compliance with the requirements may be completed by accomplishing the modifications outlined in the following listed Lockheed Service Bulletins. Other rework shown to be equivalent to that covered by the Service Bulletins will also be acceptable. 49/SB-175, Installation of Cabin Door Louver Covers and Door Stops; 49/SB-179, Inspection and Replacement of Crew Seat Upholstery Covers; 49/SB-180, Rework of Receptacles for Used Towels, Paper, and Waste; 49/SB-181, Rework ofBaggage Compartment Lining; 49/SB- 183B, Installation of Smoke Detectors; 49/SB-184, Installation of CO2 Provisions in Cargo Compartment; 49/SB-188, Enclosure of Cabin Heater Fuel Control System Components; 49/SB- 191, Replacement of Firewall and Fire Seal Fittings and Cable Seals; Installation of CO2 Fire Extinguisher Check Valves; 49/SB-153, Sealing of Access Doors in Stub Wing Fillet; 49/SB-216, Relocation of Fenwal Fire Detectors; 49/SI-44, Installation of Metal Main Landing Gear Aft Doors.
2004-14-20: The FAA supersedes Airworthiness Directive (AD) 2003-21-07, which applies to certain The Cessna Aircraft Company (Cessna) Model 525 airplanes. AD 2003-21-07 currently requires you to disengage the pitch trim circuit breaker and AP servo circuit breaker and then tie strap each of them to prevent them from being engaged. Not utilizing this equipment prevents a single-point failure. This AD is the result of Cessna having now developed and made changes in the design of the affected trim printed circuit board (PCB) assembly to allow the use of the assembly and the prevention of the single-point failure, and identification of additional airplanes that have the same unsafe condition. Consequently, this AD requires you to remove and replace an old trim PCB assembly with a new design assembly or modify an old trim PCB assembly to the new design. We are issuing this AD to correct this single-point failure in the electric pitch trim system, which will result in a runaway pitch trim condition where the pilot could not disconnect using the control wheel autopilot/trim disconnect switch. Failure of the electric trim system would result in a large pitch mistrim and would cause excessive control forces that the pilot could not overcome.
2022-04-07: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-1B64, -1B64/P1, -1B64/P2, - 1B67, -1B67/P1, -1B67/P2, -1B70, -1B70/75/P1, -1B70/75/P2, -1B70/P1, - 1B70/P2, -1B70C/P1, -1B70C/P2, -1B74/75/P1, -1B74/75/P2, -1B76/P2, - 1B76A/P2, GEnx-2B67, -2B67B, and -2B67/P model turbofan engines. This AD was prompted by an in-flight shutdown (IFSD) of an engine and subsequent investigation by the manufacturer that revealed an improperly torqued fuel metering unit (FMU) bypass valve (BPV) plug. This AD requires a shim check inspection of the FMU BPV plug and, depending on the results of the inspection, replacement of the FMU. The FAA is issuing this AD to address the unsafe condition on these products.
2022-03-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332L2 and EC225LP helicopters. This AD was prompted by a report of loss of tightening torque on the nut that attaches the tail gear box (TGB) bevel wheel. This AD requires repetitive inspections (measurements) of the angular clearances of the TGB, and, depending on the findings, replacement of the TGB with a serviceable TGB, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also provides terminating action for certain repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
2022-03-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -300, -800, and -900 series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports that the instructions on the doghouse door lock placard are unclear and incomplete. This AD requires replacing the placard with an improved instruction placard, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
47-32-08: 47-32-08 BELL: (Was Mandatory Note 8 of AD-1H-1.) Applies to Models 47B and 47B3 Serial Numbers 2 Through 5, 7 Through 11, 13 Through 17, 19 Through 25, 27 Through 78. Compliance required not later than 25 hours operation after September 15, 1947. The stabilizer bar dampers should be inspected for the presence of an "AL" stamped on one of the attachment lugs. If such a marking does not appear, thoroughly inspect visually for leakage or other defects and replace if necessary with P/N A12141 (Houds) (stamped "AL"). A cracking or failing of the phenolic abutments has been reported, wherein the subject dampers have been rendered ineffective, thus affecting the flight characteristics of the helicopter. (Bell Service Bulletin 47C47 covers this same subject.)
2004-14-07: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes, that requires a test for free movement of the capsule/ bearing of the nose landing gear (NLG), and related investigative, significant, and corrective actions. This action is necessary to prevent failure of the NLG to extend fully, which could result in reduced controllability of the airplane during landing. This action is intended to address the identified unsafe condition.
2012-21-14: We are superseding an existing airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. That AD currently requires a one-time inspection of the shafts of the main landing gear (MLG) side-brace fittings to detect corrosion, and the forward and aft bushings in the left-hand and right- hand MLG side-brace fittings to detect discrepancies. The existing AD also requires corrective and related actions if necessary. This new AD requires repetitive detailed inspections for corrosion and damage of the MLG side-brace fitting, and replacing the side-brace fitting shaft with the re-designed side-brace fitting shaft of the MLG if necessary. This AD also requires eventual replacement of certain side-brace fitting shafts with the re-designed part. Replacement with a re- designed side-brace fitting shaft of the MLG is terminating action for the repetitive inspections. This AD was prompted by reports of failure of the side-brace fitting shaft of the main landing gear (MLG) due to corrosion. We are issuing this AD to prevent fractures of the side- brace fitting shafts of the MLG, and possible collapse of the MLG.
2011-18-51R1: We are revising an existing emergency airworthiness directive (AD) for all Honeywell International Inc. TPE331 model turboprop engines with a part manufacturer approval (PMA) replacement Dixie Aerospace, LLC main shaft bearing part number (P/N) 3108098-1WD, installed. That emergency AD was not published in the Federal Register, but was sent to all known U.S. owners and operators of these engines. That AD currently requires an inspection of the airplane records to determine if a Dixie Aerospace, LLC main shaft bearing, P/N 3108098- 1WD, is installed in the engine, and if installed, removal of that bearing from service, before further flight. This AD requires the same actions. This AD revision was prompted by the need to list the affected bearings by serial number (S/N) in the AD for clarification. We are issuing this AD to correct the unsafe condition on these products.
96-16-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10 and DC-10-15 series airplanes, that requires an inspection for evidence of missing chrome and for corrosion on the chrome surfaces, or verification that the forward trunnion bolts have been chrome plated in a specific manner; and rework or replacement of the bolts, if necessary. This amendment is prompted by a report of chrome flaking on the bearing surface of the trunnion bolts due to improper cleaning of the base material prior to chrome plating. The actions specified by this AD are intended to prevent premature failure of the trunnion bolts and subsequent collapse of the main landing gear (MLG) as a result of chrome flaking and severe corrosion on the bearing surface and in the mechanical fuse.
48-44-01: 48-44-01 DOUGLAS: Applies to All C-54 and DC-4 Series Aircraft. \n\n\tTo be accomplished not later than March 1, 1949. \n\n\tIn order to preclude nose gear retractions malfunction due to particles of disintegrated packing clogging the present upline orifice fitting, it is necessary to install an orifice fitting having a floating pin in the orifice hole and to replace the present packing used on the retracting cylinder with a more satisfactory packing. To accomplish this change: \n\n\t1.\tReplace the present upline orifice fitting with a union fitting and rework the existing tee fitting to include an orifice fitting (0.063-inch diameter floating pin in 0.090-inch diameter orifice hole) in the pipe threaded end. \n\n\t2.\t(a)\tReplace the existing chevron packing on the nose gear piston assembly with two synthetic chevron packings and two leather chevrons. Install two dural packing rings on each respective end of the piston head. \n\n\t\t(b)\tReplace existing packing on the nose gear cylinder end assembly with one dural packing ring, three synthetic chevron packings, and one leather chevron packing. \n\n\t\t(c)\tInstall two new washers over the end of the cylinder barrel. \n\n\t(Douglas Service Bulletin DC-4 No. 78 dated May 4, 1948 covers this same subject.)
2012-21-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by cases of on-ground failure of the screw cap or end cap of hydraulic accumulators on other airplane models, resulting in high-energy impact damage to adjacent systems and structure. This AD requires inspecting for a part number and replacing the affected parking brake hydraulic accumulator, and relocating the parking brake accumulator, on the subject airplanes. We are issuing this AD to prevent failure of the screw caps and/or end caps of the parking brake hydraulic accumulator, which could result in damage to the airplane's primary structures, with potential adverse effect on the airplane's controllability.
2022-03-13: The FAA is superseding Airworthiness Directive (AD) 2014-21- 03, which applied to Airbus Helicopters Model AS332L2 helicopters with a certain yaw control damper support (support) installed. AD 2014-21-03 required repetitively inspecting the support attachment points for a crack. Since the FAA issued AD 2014-21-03, an improved (reinforced) support was developed. This AD retains the inspection requirements of AD 2014-21-03 and requires installing the improved support as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2022-03-16: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-1B and GEnx-2B model turbofan engines. This AD was prompted by the manufacturer's report of two findings of sheared compressor discharge pressure (CDP) bolts during engine shop visits. This AD requires initial and repetitive inspections of the CDP bolted joint and, depending on the findings, a piece part inspection of the stages 6-10 compressor rotor spool, CDP seal, and high-pressure turbine (HPT) rotor stage 1 disk. As a terminating action, this AD requires operators to reassemble the CDP bolted joint using a specific torque wrench. The FAA is issuing this AD to address the unsafe condition on these products.