Results
2021-10-15: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH Model MBB-BK 117 C-2 and Model MBB- BK 117 D-2 helicopters. This AD was prompted by a determination that a life limit for the adapter forward (FWD) of the outboard load system, repetitive inspections of other components of that system, and for certain helicopters, a modification of the outboard load system, are necessary to address the unsafe condition. This AD requires a modification of the outboard load system for certain helicopters, repetitive inspections of the outboard load system and its components for any defect (including cracking, damage, corrosion, and incorrect installation) and applicable corrective actions, and implementation of a new life limit for the FWD adapter, as specified in a European Aviation Safety Agency (now European Union Aviation Safety Agency) (EASA) AD, which is \n\n((Page 28477)) \n\nincorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2021-11-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by the loss of a windshield in flight, and the consequent rapid depressurization of the flight deck, which caused damage to flight deck items and systems and subsequent thermal shock and overheat, damage to windshield structural plies, and impaired structural integrity of the windshield. This AD requires repetitive inspections and electrical test measurements (EMTs) of affected windshields, and corrective actions if necessary, 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.
69-26-03: 69-26-03 ALLISON: Amdt. 39-895. Applies to Model 250-C18 Series Engines. Compliance: Unless already accomplished, accomplish the following: (1) At next overhaul but no later than 750 hours' time in service since last overhaul or since new if never overhauled, modify the engine in accordance with Allison Commercial Engine Bulletins numbered 250CEB-57, - 58, -59, -61, -62, -63, -65, -66, -67, -68, -69, -70, -72, -73, -74, -75, -76, -77, -78, -79, -80, -81, -85, -86 and -89, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, except as specified in (2) below. (2) At next overhaul but no later than 1125 hours' time in service since last overhaul or since new if never overhauled, modify the power and accessories gear box in accordance with applicable portions of Allison Commercial Engine Bulletins specified in (1) above, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region.(3) All engines must be modified in accordance with (1) and (2) above on or before October 1, 1971. This amendment becomes effective December 25, 1969.
2021-10-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Deutschland GmbH Model BO-105A, BO-105C, BO- 105S, and BO-105LS A-3 helicopters. This AD was prompted by the FAA's determination that aging of the elastomeric material in a tension torsion strap (TT-strap) could affect the structural characteristics of the TT-strap. This AD requires replacement of certain TT-straps with serviceable parts and implementation of a new storage life limit for TT-straps, as specified in a European Aviation Safety Agency (now 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.
2004-05-01: The FAA adopts a new airworthiness directive (AD) for certain Bombardier Inc. (formerly deHavilland Inc.) Model Otter DHC-3 airplanes that have turbine engines installed per one of three supplemental type certificates (STC). This AD prohibits you from operating any affected airplane with these engine and propeller configurations unless a new STC for an elevator servo-tab with a redundant control linkage is installed. This AD is the result of reports of the control rod to the elevator servo-tab system detaching from the elevator servo-tab, which caused the elevator servo-tab to flutter on airplanes with a turbine engine installed. We are issuing this AD to prevent a single failure of the elevator servo-tab system, which could cause severe tab flutter. This failure could lead to possible loss of control of the airplane.
86-25-07 R1: We are rescinding an existing airworthiness directive (AD) for the products listed above. The existing AD resulted 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: Since issuance of that AD, we have determined that the AD is not applicable because the Model LS6 is not type certificated in the United States. During flights at speeds between 250 to 270 km/h (135 to 145 kts) aileron flutter occurred resulting in damage of control stick attachment.
70-01-06: 70-01-06 HUGHES: Amdt. 39-921. Applies to Model 269A, 269A-1, 269A-2 and 269B helicopters certificated in all categories with P/N 269A7506 lateral pitch mixer idler bellcrank assembly installed. To insure continued airworthiness of Hughes Model 269A, 269A-1, 269A-2 and 269B helicopters, with P/N 269A7506 lateral pitch mixer idler bellcrank assembly installed, accomplish the following: (a) For helicopters equipped with P/N 269A7506 bellcrank assembly having less than 875 hours time in service on the effective date of this AD, remove from service P/N 269A7506 lateral pitch mixer idler bellcrank assembly prior to the accumulation of 900 hours time in service, and mark it permanently and conspicuously to prevent its inadvertent return to service. Replace it with a serviceable P/N 269A7506 or P/N 269A7508 lateral pitch mixer idler bellcrank assembly. (b) For helicopters equipped with P/N 269A7506 bellcrank assembly having 875 or more hours' time in service on the effective date of this AD, remove from service P/N 269A7506 lateral pitch mixer idler bellcrank assembly prior to the accumulation of 25 additional hours time in service, and mark it permanently and conspicuously to prevent its inadvertent return to service. Replace it with a serviceable P/N 269A7506 or P/N 269A7508 lateral pitch mixer idler bellcrank assembly. This amendment becomes effective January 17, 1970.
2001-13-18 R1: The FAA is revising Airworthiness Directive (AD) 2001-13-18, which applies to Raytheon Aircraft Corporation (Raytheon) Beech Models 45 (YT-34), A45 (T-34A, B-45), and D45 (T-34B) airplanes. AD 2001-13-18 currently requires you to repetitively inspect the wing spar assembly for cracks and replace any wing spar assembly found cracked (unless the spar assembly has a crack indication in the filler strip where the direction of the crack is toward the outside edge of the filler strip). AD 2001-13-18 also requires you to report the results of the initial inspection and maintain the flight and operating restrictions required by AD 99-12-02 until the initial inspection is done. We approved alternative methods of compliance (AMOCs) to AD 2001-13-18. We have since determined that those AMOCs do not address all critical areas in the wing spar assemblies and should no longer be valid. We are issuing this revision to AD 2001-13-18 for the purpose of eliminating the AMOCs to AD 2001-13-18. The actions of this AD are intended to prevent wing spar failure caused by fatigue cracks in the wing spar assemblies and ensure the operational safety of the above-referenced airplanes.
2010-26-12: 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: A manufacturing quality non-conformity has been identified that resulted in the under-crimping of ring tags on a batch of In-tank Fuel Harnesses. The affected ring tags are used to join individual electrical wires in the Wing Tank harness installations to in-tank equipment on QT [Tank Quantity] circuit. The failure of a one or more ring tag crimp connections may result in the disconnection of the electrical wire with a possibility that the loose wire ends can contact the tank structure. When combined with a loss of equipment surface protection this constitutes a potential source of ignition in a fuel tank and consequent danger of fire or explosion. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2021-10-03: The FAA is superseding Airworthiness Directive (AD) 2019-03-12 for certain Airbus Helicopters Model EC225LP helicopters. AD 2019-03-12 required repetitively inspecting, cleaning, and lubricating each life raft inflation cylinder percussion system bellcrank (bellcrank). This new AD continues to require the actions specified in AD 2019-03-12, and requires replacing any affected bellcrank with a serviceable bellcrank, which terminates the repetitive actions. This AD was prompted by reports of jammed bellcranks in the life raft jettison inflation cylinder percussion system. The actions of this AD are intended to address an unsafe condition on these products.
2004-04-09: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney Canada (PWC) JT15D-1, -1A, and -1B turbofan engines with certain impellers part number (P/N) 3020365. This AD requires a one-time borescope inspection of the rear face of certain impellers for evidence of a machined groove or step, and repair or replacement of the impeller if a groove or step is found. This AD results from three reports of uncontained failure of the impeller. We are issuing this AD to prevent uncontained failure of the impeller and possible damage to the airplane.
2010-26-09: This amendment supersedes an existing emergency airworthiness directive (EAD) for the specified Sikorsky model helicopters. The EAD requires inspecting the LITEF Attitude Heading and Reference System (AHRS) unit of the navigation system to determine if it is at a Mod Status "18.'' If either AHRS unit is at Mod Status "18,'' the EAD requires installing placards on the instrument panel to prohibit single pilot instrument flight rule (IFR) and single pilot night flight and reducing airspeeds to 120 knots indicated airspeed (KIAS) if both autopilots uncouple during instrument meteorological conditions (IMC) or night flight. The EAD also requires inserting minimum crew and airspeed limitations into the Limitations section of the applicable Rotorcraft Flight Manual (RFM) to limit the minimum flight crew to 2 pilots for night flight and IFR flight and to reduce airspeed to 120 KIAS if both autopilots uncouple during IMC or night flight. This amendment contains the same requirements but draws the appropriate distinctions between IFR and IMC as used in the intended operating limitations. Also, unlike the EAD, this AD states the airspeed must be reduced to 120 KIAS if both autopilots uncouple during IMC or night flight. Further, we are removing the limitation contained in the Active Temporary Revisions relating to pilots keeping their hands and feet near the flight controls. This AD was prompted by the need to supersede the EAD to state the distinction between IFR and IMC as used in the operating limitations and to reduce the airspeed to 120 KIAS if both autopilots uncouple during IMC or night flight. The actions specified by this AD are intended to implement operating limitations based on an anomaly in the AHRS related to the 26 volt AC inverter that could result in a decoupling of both autopilots and to prevent loss of control of the helicopter during IMC and during night flight.
97-11-05: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc. (formerly Textron Lycoming) ALF502 and LF507 series turbofan engines, that requires initial and repetitive on-wing eddy current or in-shop fluorescent penetrant inspections of fuel manifold assemblies for cracks, and replacement, if necessary, with serviceable parts. In addition, this AD presents an optional terminating action to the repetitive inspections by replacing the fuel manifold assembly with an assembly of a new, improved design. This amendment is prompted by reports of cracking of the fuel manifold assembly at the No. 5 scallop location. The actions specified by this AD are intended to prevent cracking of the fuel manifold assembly, which could result in an engine fire.
72-16-10: 72-16-10 BOEING-VERTOL: Amendment 39-1498. Applies to Model 107-II helicopters certificated in all categories. Compliance required as indicated below: To prevent failure of the aft transmission collector gear and to prevent separation of the aft transmission planetary carrier retention nut, either of which may cause dephasing of the main rotors, accomplish the following: a. Within the next 15 hours in service after the effective date of this AD, unless already accomplished, inspect for cracks and flat spline root radii and shot peen internal splines of serial number designated collector gears P/N 107D2066-10 or -12 or -14 and change part number identification in accordance with Accomplishment Instructions Parts I and II of Boeing-Vertol Service Bulletin No. A107-318R-1 dated 19 June 1972 or equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. All other serial numbered collector gears shall be inspected and shot peenedat the next transmission overhaul or within 800 hours, whichever comes first. b. Within 50 hours time in service after last retorquing of planet carrier retention nut, unless already accomplished, loosen, retorque, and install lock pins in the aft transmission planetary carrier retention nut (P/N 107D1276-7, VS10304-39 or BACN10-GR39) and mark transmission nameplate in accordance with Accomplishment Instructions Parts I and III of Boeing-Vertol Service Bulletin No. A107- 317 dated 12 January 1972 or equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective August 11, 1972.
47-20-04: 47-20-04 ERCO: (Was Mandatory Note 12 of AD-718-6.) Applies to 415-C, -CD and -D Aircraft Serial Numbers 113 Through 4399. To be accomplished prior to August 1, 1947. A positive locking device must be installed on the zipper in the baggage compartment bottom to prevent its opening and permitting articles to fall through and foul the controls. (Erco's Ercoupe Service Department Bulletin No. 17 dated January 6, 1947, covering this same subject, provides a satisfactory method for safetying the bottom baggage compartment zipper.)
72-14-03: 72-14-03 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1475. Applies to Viscount Model 744, 745D, and 810 airplanes. Compliance is required as indicated. To prevent possible in-flight failures of flap chains, accomplish the following: (a) For models 744 and 745D series airplanes, within the next 25 landings after the effective date of this AD, unless already accomplished within the last 75 landings, inspect flap chains, P/N's 72403 sheets 171 through 185 and 431 through 439 odd numbers only, in accordance with paragraph (c). (b) For model 810 series airplanes, within the next 25 landings after the effective date of this AD, unless already accomplished within the last 75 landings, inspect flap chains, P/N's 80203 sheets 85, 87, 91 through 97, and 703 through 709 odd numbers only, in accordance with paragraph (c). (c) Visually inspect the flap chains for security of link pins and retention washers. Chain links that are adjacent to sliders and cannot be inspected from bothsides must be visually inspected for possible displacement of link pins through loss of retention washers on the blind side. (d) If any retention washers are found missing or loose or any link pins are found loose during the inspection required by paragraph (c), before further flight either - (1) Replace the affected flap chain with a serviceable flap chain of the same part number; or (2) Repair the affected flap chain by replacing the missing retention washers and securing the loose washers and link pins by peening the pin ends. (e) For purposes of complying with this AD operators who have not kept a record of landings may either - (1) Count each flight as one landing; or (2) Subject to acceptance by an assigned FAA Maintenance Inspector, determine the number of landings by dividing each aircraft's hours' time in service by the operator's fleet average time for the aircraft type. (f) If unserviceable flap chains are found during the inspection requiredby this AD, report the condition of the chains and the number of landings in service to the Chief, Aircraft Certification Staff, EU-100, Department of Transportation, Federal Aviation Administration, Europe, Africa, and Middle East Region, C/O American Embassy, APO New York 09667. Reporting approved by Bureau of the Budget under BOB No. 04-R0174. This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made effective immediately by the telegram dated May 24, 1972, which contained this amendment.
2004-05-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9- 82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) airplanes; Model MD-88 airplanes, and Model MD-90-30 airplanes. This action requires repetitive inspections to detect cracking of the shock strut cylinders of the left and right main landing gears (MLG), and replacement of any cracked shock strut cylinder. This action is necessary to prevent failure of the shock strut cylinders of the MLGs due to cracking, which could result in collapse of the MLGs and consequent reduced controllability during landing. This action is intended to address the identified unsafe condition.
2010-26-11: We are adopting a new airworthiness directive (AD) for the Kaman Model K-1200 helicopters. This AD requires revising the Limitations section of the Instructions for Continued Airworthiness (ICA) by establishing a life limit of 8,000 hours time-in-service (TIS) for each main rotor blade (blade) set. Also, this AD requires removing each blade set from service if it has accumulated 8,000 or more hours time-in-service (TIS). This AD also requires replacing certain blade sets with airworthy blade sets at specified intervals based on the blade set serial number (S/N). This AD was prompted by an accident and the subsequent discovery of cracks in multiple blade spars. We are issuing this AD to prevent blade failure and subsequent loss of control of the helicopter.
2021-10-20: The FAA is adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport Regional Model ATR42-500 and ATR72-212A airplanes. This AD was prompted by reports of temporary loss of all display units and the integrated electronic standby instrument (IESI). This AD requires revising the existing aircraft flight manual (AFM) and applicable corresponding operational procedures to update a systems limitation, limiting dispatch with certain equipment inoperative, performing an operational test of a certain contactor and an electrical test of a certain battery toggle switch, and corrective actions if necessary, 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.
67-06-04: 67-06-04 HARTZELL: Amendment 39-725. Applies to Models HC-93Z30/19152-5 1/2, HC-B3Z30/10152-5 1/2, HC-B3W30/10152-5 1/2, HC-B3Z30/10160-6 and HC-B3W30/10160-6 Propellers. Installed on Pratt and Whitney Model R985 Series Engines. Compliance required as indicated. To prevent propeller blade shank failures accomplish the following: (a) For blades previously inspected by a procedure described in (c), reinspect in accordance with (c) every 600 hours' time in service from last inspection (b) For all other blades: (1) Blades with 300 hours' time in service, inspect in accordance with (c) within the next 25 hours' time in service after the effective date of this AD and reinspect every 600 hours' time in service from the last inspection. (2) Blades with less than 300 hours' time in service, inspect in accordance with (c) prior to the accumulation of 325 hours and reinspect every 600 hours' time in service from the last inspection (c) Remove blades from propeller and inspect each blade in the shank retention area for cracks using penetrant inspection method or equivalent approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. Replace before further flight any cracked blade with a new blade or a blade that has been inspected according to this AD. Effective February 21, 1967. Revised March 4, 1969.
2004-04-07: The FAA is superseding two existing airworthiness directives (ADs) for GE CF6-80 series turbofan engines with certain stage 1 high- pressure turbine (HPT) rotor disks. Those ADs currently require initial and repetitive inspections of certain stage 1 HPT rotor disks for cracks in the bottom of the dovetail slot. This action retains the initial inspection requirement, as a qualification for the mandatory rework procedures for certain disks, and continues repetitive inspections only for the disks for which the rework procedures are not yet defined. This action requires reworking certain disks before further flight. In addition, this AD expands the population of affected engines and removes certain CF6-80E1 series disks from service. This AD results from the manufacturer's investigation and development of a rework procedure that chamfers the aft breakedge of the dovetail slot bottom. We are issuing this AD to detect and prevent cracks in the bottoms of the dovetail slots that could propagate to failure of the disk and cause an uncontained engine failure.
71-17-04 R1: 71-17-04 R1 SIAI-MARCHETTI: Amendment 39-1266 as amended by Amendment 39-4516. Applies to Models S.205-18/F, S.205-18/R, S.205-20/F, S.205-20/R, S.205-22/R, S.208, and S.208A airplanes (all serial numbers) certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To prevent failure of the main landing gear, accomplish the following: (a) Before further flight, unless already accomplished within the last 50 hours time- in-service, and thereafter at intervals not to exceed 100 hours time-in-service from the last check, visually check, using a magnifying glass of at least 5 power, the main landing gear wheel axle-to- strut-tube fittings for cracks in accordance with "INSTRUCTIONS" paragraph (a), SIAI- Marchetti Service Bulletin No. 205B27A, dated October 7, 1977. If cracks are found, comply with paragraph (c) or (d) as appropriate. The checks required by this paragraph may be performed by the pilot, who must make the prescribed maintenance record entry indicating compliance with paragraph (a) of this AD. (b) Within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished within the last 450 hours time-in-service and thereafter at intervals not to exceed 500 hours time-in-service from last inspection, inspect the main gear wheel axle-to- strut-tube fittings for cracks, using a dye penetrant method, in accordance with "INSTRUCTIONS" paragraph (b), SIAI-Marchetti Service Bulletin No. 205B27A, dated October 7, 1977. If cracks are found, comply with paragraph (c) or (d) as appropriate. (c) If cracks which do not extend to the lateral external surface of a fitting are found during a check required by paragraph (a) or during an inspection required by paragraph (b), within the next 50 hours time-in-service, and thereafter at intervals not to exceed 50 hours time- in-service from the last inspection, inspect the main landing gear wheel axle-to-strut tube fittings for cracks, using a dye penetrant method in accordance with "INSTRUCTIONS" paragraph (b), SIAI-Marchetti Service Bulletin No. 205B27A, dated October 7, 1977. (d) If cracks are found on the lateral external area of a fitting during a check required by paragraph (a), or during an inspection required by paragraph (b) or (c), before further flight replace the cracked part with a new part of the same part number, in accordance with "INSTRUCTIONS" paragraph (d.1), SIAI-Marchetti Service Bulletin No. 205B27A, dated October 7, 1977, or FAA approved equivalent, and continue to check in accordance with paragraph (a) and continue to inspect in accordance with paragraph (b). (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Amendment 39-1266 became effective upon publication in the Federal Register to all persons except those persons to whom it was made immediately effective upon receipt of the airmail letter dated July 16, 1971, which contained this amendment. This Amendment 39-4516 becomes effective December 27, 1982.
2010-26-03: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires fabricating and installing a placard incorporating information that limits operation when there is known or forecast icing and requires replacing a section of the pneumatic supply tube for the tail deice system with a new tube of a different material. This AD requires fabricating and installing a placard incorporating information that limits operation when there is known or forecast icing and requires replacing the entire length of the pneumatic supply tube for the tail deice system with a new tube of a different material. This AD was prompted by reports of two failures of the pneumatic supply tube for the tail deice system outside the area covered by AD 2008-07-10. We are issuing this AD to prevent collapsed pneumatic supply tubes, which could result in failure of the tail deice boots to operate. This failure could lead to loss of control in icing conditions.
2021-10-24: The FAA is superseding Airworthiness Directive (AD) 2015-25-04 for Agusta S.p.A (now Leonardo S.p.a.) Model A109A and A109A II helicopters. AD 2015-25-04 required inspecting the slider assembly pitch control (slider) for play and replacing the slider if the play exceeds certain limits. This AD was prompted by further investigation that led to the determination that the play was caused by a manufacturing issue. This AD retains certain requirements of AD 2015- 25-04, requires replacing certain part-numbered sliders as a terminating action for the inspections, and prohibits installing the affected part on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
66-19-02: 66-19-02 CESSNA: Amdt. 39-270 Part 39 Federal Register August 4, 1966. Applies to Models 210 and 210A Airplanes, Serial Numbers 616, 618, 57001 through 57575, and 21057576 through 21057840. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent engine power failures caused by the loss of fuel flow resulting from the uncovering of the fuel tank outlet during landing approaches and prolonged slips, install an operating limitation placard, reading as follows, adjacent to the fuel gauges: "Avoid landing approach in red arc and over 30 seconds slips under 1/2 tank (Reference Owner's Manual)". (Cessna Service Letter 65-39 pertains to this subject.) This directive effective August 14, 1966.