Results
74-05-01: 74-05-01 BEECH: Amend. 39-1791. Applies to Models B19 (Serial Numbers MB-606 thru MB-628); C23 (Serial Numbers M-1477 thru M-1496 and M-1501); and B24R (Serial Numbers MC-159 thru MC-192, MC-195, MC-197 and MC-198) airplanes. Compliance: Required within 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent engine power loss due to restricted fuel tank vent lines, accomplish the following: A) 1. Remove the inspection plates from both lower wings outboard of the fuel tanks. 2. With the aid of a flashlight and mirror, visually inspect the fuel vent lines in both wings outboard of the fuel tanks for kinks, bends or twists. 3. Remove any kink, bend or twist observed in the fuel vent lines. If an existing fuel vent line cannot be straightened, cut the obstructed area from the fuel vent line and splice in a replacement with a P/N 262P 1/4 union. (Available from Imperial Eastman, 6300 West Howard Street, Chicago,Illinois 60648, or Beech Aircraft Company.) 4. Remove the fuel filler cap, cover the small hole in the side of the vent outlet, and blow air orally into the vent outlets to verify that the vent lines are open. 5. Check the routing of the vent lines for excessive tubing adjacent to the tank ribs at the outboard end of the tanks. Remove any excess tubing and splice the line with a P/N 262P 1/4 union. 6. Replace the fuel caps and inspection plates. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beechcraft Service Instruction No. 0628-281 or later FAA-approved revisions cover the subject matter of this AD. This amendment becomes effective February 27, 1974.
2008-21-03: We are adopting a new airworthiness directive (AD) for all Boeing Model 737-300, -400, and -500 series airplanes. This AD requires repetitive inspections for discrepancies of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, and corrective actions if necessary. This AD results from a report of corrosion damage of the chrome runout on the head side found on all four midspar fuse pins of the nacelle strut. Additionally, a large portion of the chrome plate was missing from the corroded area of the shank. We are issuing this AD to detect and correct discrepancies of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, which could result in reduced structural integrity of the fuse pins and consequent loss of the strut and separation of the engine from the airplane.
2008-20-01: We are adopting a new airworthiness directive (AD) for all Lockheed Model 382, 382B, 382E, 382F, and 382G series airplanes. This AD requires revising the FAA-approved maintenance program by incorporating new airworthiness limitations for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. This AD also requires the accomplishment of certain fuel system modifications, the initial inspections of certain repetitive fuel system limitations to phase in those inspections, and repair if necessary. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2021-12-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC155B1 helicopters. This AD was prompted by a report of difficulties when jettisoning the co-pilot door during non-scheduled maintenance. This AD requires a functional check of the pilot and co-pilot door jettisoning system and corrective actions if necessary, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2014-14-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A318-111 and -112 airplanes; Model A319-111, -112, -113, - 114, and -115 airplanes; Model A320-111, -211, -212, and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. This AD was prompted by reports of broken aft engine mount retainers. This AD requires inspecting the aft engine mount retainers for surface finish, and for cracks and failure, and replacement if necessary. We are issuing this AD to prevent failure of retainer brackets of the aft engine mount and consequent loss of the locking feature of the nuts of the inner and outer pins; loss of the pins will result in the aft mount engine link no longer being secured to the aft engine mount.
74-17-07: 74-17-07 ENSTROM: Amendment 39-1925. Applies to the following Enstrom Model F- 28A main rotor gearboxes, Serial Numbers: 03A, 016, 025, 041, 050, 063, 073, 082, 09-02-69, 08-001-72, and 20-001-72. Compliance required as indicated unless already accomplished: (a) All main rotor gearboxes in this group with a total time since remanufacture of 100 hours or more must be returned to the Enstrom facility for teardown and inspection within the next 5 hours. (b) All main rotor gearboxes in this group with a total time since remanufacture of less than 100 hours should be returned to the Enstrom facility for teardown and inspection before accumulating 100 hours. This amendment becomes effective August 24, 1974.
2008-09-24: 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: Bombardier Aerospace has completed a system safety review of the aircraft fuel system against fuel tank safety standards introduced in Chapter 525 of the Airworthiness Manual through Notice of Proposed Amendment (NPA) 2002-043. The identified non-compliances were then assessed using Transport Canada Policy Letter No. 525-001, to determine if mandatory corrective action is required. The assessment showed that it is necessary to introduce Critical Design Configuration Control Limitations (CDCCL), in order to preserve critical fuel tank system ignition source prevention features during configuration changes such as modifications and repairs, or duringmaintenance actions. Failure to preserve critical fuel tank system ignition source prevention features could result in a fuel tank explosion. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-25-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A310 series airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new and revised structural inspections and inspection intervals. This AD results from issuance of new and revised structural inspections and inspection intervals. We are issuing this AD to detect and correct fatigue cracking, which could result in reduced structural integrity of the airplane.
2014-15-02: We are adopting a new airworthiness directive (AD) for GROB- WERKE GMBH & CO KG Models G102 STANDARD ASTIR III, G102 CLUB ASTIR III, and G102 CLUB ASTIR IIIb gliders and BURKHART GROB LUFT--UND RAUMFAHRT GmbH & CO KG Models G103 TWIN II, G103A TWIN II ACRO, G103C TWIN III ACRO, and G 103 C Twin III SL gliders. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as plastic control cable pulleys developing cracks due to aging. We are issuing this AD to require actions to address the unsafe condition on these products.
2014-15-01: We are adopting a new airworthiness directive (AD) for M7 Aerospace LLC Models SA227-AT, SA227-AC, SA227-BC, SA227-CC, and SA227- DC airplanes equipped with a bayonet shear pin main cabin door latching mechanism. This AD was prompted by fatigue cracks found in the internal door surround doubler, the fuselage external skin, and the door corner fittings at the fuselage upper forward corner of the main cabin door cutout. This AD requires repetitively inspecting the four corners of the main cabin door cutout for cracks, making necessary repairs, and reporting inspection results to M7 Aerospace LLC. We are issuing this AD to correct the unsafe condition on these products.
68-15-02: 68-15-02 BRITISH AIRCRAFT CORPORATION: Amendment 39-623. Applies to Viscount Models 744, 745D and 810 Series Airplanes. Compliance required as indicated. To detect and repair cracks in the elevator root and ribs P/Ns 60920-65, 60920-63, 72420-11 for Models 744 and 745D, and 81020 Shts. 81 and 83 for Model 810, accomplish the following: (a) For airplanes that have accumulated 7850 or more landings, inspect in accordance with paragraph (c) within the next 150 landings after the effective date of this AD and thereafter at intervals not to exceed 475 landings from the last inspection. (b) For airplanes that have accumulated less than 7850 landings, inspect in accordance with paragraph (c) prior to the accumulation of 8000 landings and thereafter at intervals not to exceed 475 landings from the last inspection. (c) Visually inspect the root end ribs for cracks in accordance with British Aircraft Corporation Preliminary Technical Leaflet No. 274 Issue 1 (700 Series)or No. 138 Issue 1 (800/810 Series) or later ARB-approved issues or an FAA-approved equivalent. (d) If cracks are detected during the inspection specified in paragraph (c), within the next 10 landings incorporate the Repair/ Reinforcement scheme in accordance with British Aircraft Corporation Preliminary Technical Leaflet No. 274 Issue 1 (700 Series) or No. 138 Issue 1 (800/810 Series) or later ARB-approved issues or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, European Region. (e) If not already accomplished under paragraph (d), within the next 3,000 landings after the effective date of this AD, incorporate the Repair/Reinforcement Scheme in accordance with British Aircraft Corporation Preliminary Technical Leaflet No. 274 Issue 1 (700 Series) or No. 138 Issue 1 (800/810 Series) or later ARB-approved issues or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, European Region. (f) After incorporation of the Repair/Reinforcement Scheme in accordance with either paragraph (d) or (e), repeat the visual inspection specified in paragraph (c) prior to the next takeoff after each occurrence of severe nosewheel shimmy, or at intervals not to exceed 3,000 landings from the last inspection, whichever occurs earlier. (g) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment becomes effective July 23, 1968.
2007-19-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) provided by an aviation authority of the United Kingdom (UK) to identify and correct an unsafe condition on Rolls-Royce plc RB211 Trent 500 series turbofan engines. The MCAI states the following: This AD requires replacement of Intermediate Pressure Compressor (IP Compressor) Drums (Part Number FK30102) of nine part serial numbers. This action is necessary following the discovery of strain induced porosity in a Trent 500 IP Compressor Drum forging. Engineering assessment concluded that the problem is caused by the forging process and it is believed that this is a batch related occurrence. Nine discs, identified as coming from the same batch, could be affected by this problem. Strain induced porosity in the dovetail posts of the stage 1 of the IP Compressor drum could result, in the worst case, in an uncontained loss of 2 IP Compressor stage 1 blades. Thus, the strain induced porosity possibly affecting those nine discs presents a potential unsafe condition. We are issuing this AD to prevent uncontained loss of IP compressor stage 1 blades.
2014-13-09: We are adopting a new airworthiness directive (AD) for AHD Model EC135P1, P2, P2+, T1, T2, and T2+ helicopters. This AD requires repetitive visual inspections of the ring frame X9227 for a crack and, if there is a crack, replacing the ring frame before further flight. This AD is prompted by a fatigue crack in the ring frame. These actions are intended to detect a crack in the ring frame and prevent loss of the tail rotor and subsequent loss of control of the helicopter.
2014-13-15: We are adopting a new airworthiness directive (AD) for certain EADS CASA (Type Certificate Previously Held by Construcciones Aeronauticas, S.A.) Model CN-235-300 airplanes. This AD was prompted by reports of reduced thickness of the center fuselage lower skin panel. This AD requires a detailed inspection to determine the presence of panel thickness reduction; and repetitive nondestructive testing (NDT) inspections and repair if necessary. We are issuing this AD to detect and correct reduced thickness of lower panel joints, which could result in reduced fatigue and damage tolerant characteristics of the lower panel joint to the adjacent side panels and failure of the center fuselage lower skin panel, resulting in loss of control of the airplane.
67-01-01: 67-01-01 BRITISH AIRCRAFT: Amdt. 39-321 Part 39 Federal Register December 16, 1966. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as directed. To prevent fatigue failures of the flap carriage links, accomplish the following until links, P/N AB09 A943, are replaced with modification PM 2245 links, P/N AB09 A3657: (a) For 200 Series airplanes having No. 1 flap links with less than 2,500 landings on the effective date of this AD, remove links from service before the accumulation of 3,000 landings. (b) For 200 Series airplanes having No. 1 flap links with 2,500 or more landings on the effective date of this AD, remove links from service within the next 500 landings after the effective date of this AD. (c) For 200 Series airplanes having No. 2 flap links with less than 11,500 landings on the effective date of this AD, remove links from service before the accumulation of 12,000 landings. (d) For 200 Series airplanes having No. 2 flaplinks with 11,500 or more landings on the effective date of this AD, remove links from service within the next 500 landings after the effective date of this AD. (e) For 200 Series airplanes having No. 3 flap links with less than 23,500 landings on the effective date of this AD, remove links from service before the accumulation of 24,000 landings. (f) For 200 Series airplanes having No. 3 flap links with 23,500 or more landings on the effective date of this AD, remove links from service within the next 500 landings after the effective date of this AD. (g) For 400 Series airplanes having No. 1 flap links with less than 1,500 landings on the effective date of this AD, remove links from service before the accumulation of 2,000 landings. (h) For 400 Series airplanes having No. 1 flap links with 1,500 or more landings on the effective date of this AD, remove links from service within the next 500 landings after the effective date of this AD. (i) For 400 Series airplaneshaving No. 2 flap links with less than 7,500 landings on the effective date of this AD, remove links from service before the accumulation of 8,000 landings. (j) For 400 Series airplanes having No. 2 flap links with 7,500 or more landings on the effective date of this AD, remove links from service within the next 500 landings after the effective date of this AD. (k) For 400 Series airplanes having No. 3 flap links with less than 15,500 landings on the effective date of this AD, remove links from service before the accumulation of 16,000 landings. (l) For 400 Series airplanes having No. 3 flap links with 15,500 or more landings on the effective date of this AD, remove links from service within the next 500 landings after the effective date of this AD. (m) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (British Aircraft Corporation (Operating) Ltd. (Weybridge Division), Alert Service Bulletin No. 27-A-PM2245 pertains to this subject.) This directive effective January 15, 1967.
2007-04-11: The FAA is superseding an existing airworthiness directive (AD), which applies to all Airbus Model A300 B2, B4-100, and B4-200 series airplanes. That AD currently requires supplemental structural inspections to detect fatigue cracking, and repair of cracked structure. This new AD requires revising the maintenance program by incorporating new and revised supplemental structural inspections, inspection intervals, and repairs; and repair of any damaged, cracked, or corroded structure; which would end the existing supplement structural inspections. This AD results from a review of service history and reports received from the current supplemental structural inspection document program. We are issuing this AD to prevent reduced structural integrity of these airplanes due to fatigue cracking.
2014-13-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, -500, -600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by a review of the tail strobe light installation, which revealed that the tail strobe light is not electrically bonded to primary structure of the airplane. This AD requires installing a new tail strobe light housing and a new disconnect bracket, and changing the wire bundles. This AD also requires, for certain airplanes, an inspection to determine if sealant is applied, and corrective actions if necessary. We are issuing this AD to prevent, in case of a direct lightning strike to the tail strobe light, damage to the operation of other critical airplane systems due to electromagnetic coupling and large transient voltages, and damage to the control mechanisms or surfaces due to a fire, which could result in loss of control of the airplane.
2007-02-22: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A310 airplanes. This AD requires doing repetitive inspections for any missing, damaged, or incorrectly installed wiper rings in the splined couplings of the flap transmission shafts; inspections for any missing, damaged, or incorrectly installed rubber gaiters and straps on the sliding bearing/plunging joints of the flap transmission; and corrective action if necessary. This AD results from reviews in which the manufacturer determined that the splined couplings and sliding bearings of the flap transmission system could be affected by corrosion and wear. We are issuing this AD to detect and correct damaged, missing, or incorrectly installed components of the flap transmission system, which could result in reduced functional integrity of the flap transmission system and consequent reduced control of the airplane.
2014-06-51: We are publishing a new airworthiness directive (AD) for Airbus Helicopters Model MBB-BK 117 A-3, MBB-BK 117 A-4, MBB-BK 117 B- 1, and MBB-BK 117 C-2 helicopters with a certain Metro Aviation, Inc. (Metro), vapor-cycle air conditioning kit pulley (pulley) installed, which was sent previously to all known U.S. owners and operators of these helicopters. This AD supersedes AD 2013-12-06, which required inspecting the pulley for looseness and properly installed lockwire and re-installing the pulley. Since we issued AD 2013-12-06, we received a report of a possible design and manufacturing deficiency in some pulleys wherein they did not have sufficient thread depth, allowing the pulley to detach from the rotor brake disc. This AD requires inspecting each pulley attaching bolt hole to determine if there is sufficient depth of the threads and either removing the pulley if the depth is insufficient or installing dual locking tabs under each pulley attaching bolt if the depth is sufficient. These actions are intended to prevent the pulley from detaching, resulting in damage to the tail rotor (T/R) driveshaft, and subsequent loss of control of the helicopter.
70-07-05: 70-07-05 BRITTEN-NORMAN, LTD: Amdt. 39-965. Applies to Models BN-2 and BN-2A airplanes. To prevent possible engine fires due to accumulation of fuel in the rear of the carburetor air box and hot air ducting, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, install drain holes in each carburetor air box and in each engine cowling in accordance with Britten-Norman Service Bulletin No. BN-2/SB.28, dated February 12, 1970, or later ARB-approved issue, or an FAA-approved equivalent. This amendment becomes effective March 31, 1970.
2006-12-16: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-102, -103, -106, -201, -202, -301, -311, -314, and -315 airplanes. This AD requires certain Bombardier Model DHC-8-102, -103, -106, -201, -202, -301, -311, -314, and -315 airplanes. This AD results from a report that, during structural testing of the cockpit door, the lower hinge block rotated and caused the mating hinge pin to disengage, and caused excessive door deflection. We are issuing this AD to prevent failure of a door attachment, which could result in uncontrolled release of the cockpit door under certain fuselage decompression conditions, and possible damage to the airplane structure.
2018-07-20: We are superseding Airworthiness Directive (AD) 2014-03-07, which applied to certain The Boeing Company Model MD-11 and MD-11F airplanes. AD 2014-03-07 required inspecting certain locations of the wire bundles of the center upper auxiliary fuel tank for damage, and corrective action if necessary. AD 2014-03-07 also required installing nonmetallic barrier/shield sleeving, new clamps, new attaching hardware, and a new extruded channel. This AD adds certain inspections and expands the applicability. This AD was prompted by the determination that it is necessary to require an inspection of the wire bundles for damage at certain center upper auxiliary fuel tank locations on certain airplanes. We are issuing this AD to address the unsafe condition on these products.
2014-13-18: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-102, -103, and -106 airplanes; and DHC-8- 200 and DHC-8-300 series airplanes. This AD was prompted by a report of a beta warning horn (BWH) system failing to activate when the beta mode was triggered. This AD requires modifying the BWH microswitch installation. We are issuing this AD to prevent the inadvertent activation of ground beta mode during flight, which could lead to engine overspeed, engine damage or failure, and consequent reduced controllability of the airplane.
2008-23-05: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Investigations performed following a report about a fuel leakage in a Stemme S10-V powered-sailplane revealed that some fuel lines fabricated between March 2008 and May 2008, after the introduction of a new pressing tool, present a manufacturing defect which could lead to the puncture of the fuel lines. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
75-17-19: 75-17-19 SIAI-MARCHETTI: Amendment 39-2321. Applies to SIAI Marchetti F.260 airplanes, Serial Numbers 101 thru 125; 2-26 thru 2-57; 2-59 thru 2-61; 3-76 thru 3-81 and 502, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the landing gear, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection, until replaced in accordance with paragraph (b) or (c) of this AD, inspect the landing gear actuator brackets, P/N 260-05-1413 and -14, or P/N 260-05-14-25 and -26, installed on Bulkhead No. 5, for cracks in accordance with paragraph (a) of SIAI Marchetti Service Bulletin No. 260B13, dated March 10, 1975, or an FAA-approved equivalent. (b) If cracks are found during an inspection required by paragraph (a) of this AD, before further flight, replace the brackets with new brackets, P/N 260-05-201-03, in accordance with paragraph (b) of SIAI Marchetti Service Bulletin No. 260B13, dated March 10, 1975, or an FAA-approved equivalent. (c) If no cracks are found during an inspection required by paragraph (a) of this AD, within the next 500 hours' time in service after the effective date of this AD, replace the brackets with new brackets, P/N 260-05-201-03, in accordance with paragraph 9b) of SIAI Marchetti Service Bulletin No. 260B13, dated March 10, 1975, or an FAA-approved equivalent. This amendment becomes effective August 19, 1975.