Results
2014-19-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 and 747-8F series airplanes. This AD was prompted by an analysis by the manufacturer, which revealed that certain fuse pins for the strut-to-wing attachment of the outboard aft upper spar are susceptible to migration in the event of a failed fuse pin through bolt. This AD requires replacing the fuse pins for the strut-to-wing attachment of the outboard aft upper spar with new fuse pins, and replacing the access cover assemblies with new access cover assemblies. We are issuing this AD to prevent migration of these fuse pins, which could result in the complete disconnect and loss of the strut-to-wing attachment load path for the outboard aft upper spar. The complete loss of an outboard aft upper spar strut-to-wing attachment load path could result in divergent flutter in certain parts of the flight envelope, which could result in loss of control of the airplane.
2014-19-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. This AD was prompted by reports of rudder bearings falling out of the fore rudder hinge bracket during assembly. This AD requires a proof load test and detailed inspections; and installation of a new bearing, reaming, or repair of the bearing if necessary. We are issuing this AD to detect and correct improper bearing installation, which could result in abnormal wear and potential increased freeplay in the rudder system, and resultant airframe vibration, leading to compromise of the flutter margins of the airplane.
75-08-16: 75-08-16 BEECH: Amendment 39-2168. Applies to Models 65-90, 65-A90 and B90 (Serial Numbers LJ-1 through LJ-484) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude fuel contamination in the aft fuselage area, accomplish the following: A) On airplanes (Serial Numbers LJ-1 through LJ-395) not modified per Beechcraft Service Instruction 0230-412, Rev. I, or later approved revision, including optional Cabin Heat Out light, within 50 hours' time in service after the effective date of this AD, install a temporary placard on the heater control panel stating: "IF HEATER FAILS TO HEAT, TURN OFF IMMEDIATELY" and operate the aircraft in accordance with this limitation. NOTE: This placard may be fabricated from embossed tape or typed or printed on paper of a contrasting background. B) On airplanes (Serial Numbers LJ-1 through LJ-484) not modified in accordance with Beechcraft Service Instruction 0268-103, Rev. I, or laterapproved revision, within 50 hours' time in service after the effective date of this AD, modify the drainage and sealing of the aft fuselage area as follows: 1. Remove the tail cone and the aft fuselage access door. 2. Drill out the 5 holes in the fuselage skin just aft of the aft pressure bulkhead (station 298.0), the 2 holes just aft of the station 364.0 bulkhead, the hole just aft of the 380.0 bulkhead and the hole in the lower surface of the tail cone to .191 to .196 inch. NOTE: In some cases some of these holes may not exist. If this is the case, do not drill new holes. 3. Fill these holes with MS20470B6 rivets of appropriate length. Seal the rivet butts with EC1239 or equivalent sealant. 4. Drill a 250 inch hole at the lower fuselage centerline .20 inch aft of the aft pressure bulkhead (fuselage station 298.20). 5. Drill a .250 inch hole in the fuselage skin at the lower fuselage centerline .44 inch aft of the fuselage station 380.0 bulkhead (just forward of the tail cone). NOTE: Steps 4 and 5 will allow moisture to drain through the ventral fin. 6. Drill 4 .12 inch diameter drain holes in the lower edge of the ventral fin. These holes should be spaced as follows: a. 1 hole 24.0 inches aft of the forward end of the ventral fin, b. 1 hole 1.6 inches forward of the station 380.0 bulkhead, c. 1 hole 22.0 inches forward of the station 380.0 bulkhead d. 1 hole 52.0 inches forward of the station 380.0 bulkhead 7. On airplanes having a hinged aft fuselage access door, open this door, drill out the 2 drain holes in the door and 3 holes in the forward edge of the door frame. NOTE: In some cases some of these holes may not exist. If this is the case, do not drill new holes. a. Place tape over the 3 holes in the forward edge of the door frame. Fill these holes with EC1239 or equivalent sealant. Do not remove the tape until the sealant cures. b. Fill the remainder of the holes with MS20470B6 rivets of appropriate length. Seal the rivet butts with EC1239 or equivalent sealant. c. Using PPP-T-60 two (2) inch wide tape, or equivalent, temporarily seal the closed aft fuselage access door in a manner that will cover both the door opening edges and fastening screws. C) On or before May 1, 1976, on airplanes (Serial Numbers LJ-1 through LJ-484), modify the aft fuselage in accordance with Beechcraft Service Instructions No. 0268-103, Rev. I, or later approved revisions, and on airplanes (Serial Numbers LJ-1 through LJ-395) modify the heater installation, including installation of cabin heat out light, in accordance with Beechcraft Service Instructions 0230-412, Rev. II, or later approved revisions. D) When Paragraph C is accomplished the temporary placard specified in Paragraph A and temporary sealing of aft fuselage door specified in Paragraph B) 7.c. may be removed. E) Any equivalent method of compliance with this AD must be approvedby the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective April 17, 1975.
75-11-11: 75-11-11 SIKORSKY AIRCRAFT: Amendment 39-2217 as amended by Amendment 39-2432. Applies to all Sikorsky Aircraft Model S-64E and Model S-64F helicopters. To prevent failure of the torquemeter engine to gearbox shaft and gear assembly and consequent secondary damage to the main rotor control system components, remove prior to further flight, torquemeter engine to gearbox shaft and gear assemblies, P/N 6435-20564-042, with 3000 or more hours total time in service. Replace those assemblies removed with P/N 6435-20564-042 assemblies which have less than 3000 hours total time in service, or with P/N 6435-20564-044 assemblies, or with an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. All replacement P/N 6435-20564-042 assemblies must be removed prior to the accumulation of 3000 hours time in service. Amendment 39-2217 became effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram. This amendment 39-2432 becomes effective December 2, 1975.
2013-15-06: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and --315 airplanes. This AD was prompted by reports of dual alternating current (AC) generator failure during flight. The failure was attributed to wire chafing along the wing lower flap shroud. This AD requires revising the maintenance program to incorporate certain tasks for the electrical wiring interconnection system inspection program. We are issuing this AD to prevent failure of both AC generators due to wire chafing, which could result in loss of power to the anti-icing heaters for the elevator horn, engine inlet, and propeller, and consequent ice accumulation in these areas, which could adversely affect the controllability of the airplane.
2014-18-03: We are adopting a new airworthiness directive (AD) for APEX Aircraft Model R 3000/160 airplanes. 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 small pieces of paint from the engine air intake box blocking the engine carburetor. We are issuing this AD to require actions to address the unsafe condition on these products.
67-11-01: 67-11-01 COLONIAL AERONAUTICS (LAKE): Amdt. 39-381 as revised by Amdt. 39-459. Applies to models Colonial C-1 S/N 1 through 14, 16 through 20, 22 through 25; Colonial C-2 S/N 115, 126 through 143; Lake LA-4P S/N 121; Lake LA-4A S/N 244 and 245; Lake LA-4 S/N 246 through 356. Compliance required within 25 hours' time in service after April 5, 1967, the original effective date of this AD, unless already accomplished. To preclude unrestricted fuel from entering the cabin compartment in the event of failure of the fuel pressure gauge instrument line, accomplish the following: Colonial C-2 and LA-4 Series - Braze a 3/16" diameter x 3/8" aluminum alloy rod into the 9 o'clock position of the "T" end of AN 824-4D fitting. Drill through rod with a #60 drill (0.40 in.). If previously accomplished using a 5/32" diameter rod, this is satisfactory. Install the "T" assembly in the fuel pressure gauge instrument line just above the top of the hull (firewall) with the orifice end in the 6 o'clock position. Cap the open end (9 o'clock position) using an AN929-D4 cap. NOTE: If the airplane is equipped with a fuel combustion heater, the AN 824-4D fitting already provided may be utilized and reworked per above. Colonial C-1 - Remove the AN 894D6-4 reducer in the aft end of the fuel gauge instrument line and tap a 3/16-24NF thread 3/8" deep in the male end. Insert a threaded 3/16" aluminum rod utilizing "Loctite" sealant. Drill through rod with a #60 drill. This procedure may also be applied to the C-2 and LA-4 model aircraft. Lake Aircraft Division, Consolidated Aeronautics Service Letters Nos. 14, dated February 24, 1967, and 14A, dated May 5, 1967, pertain to this request. Their P/N's 2-6700-153 and 1-6700-99 are the equivalent "T" and reducer assembly respectively. This amendment effective August 5, 1967. Revised August 5, 1967.
2014-15-19: We are superseding Airworthiness Directive (AD) 2013-03-23 for all Gulfstream Aerospace LP (Type Certificate previously held by Israel Aircraft Industries, Ltd.) Model Gulfstream G150 airplanes. AD 2013-03- 23 required revising the airplane flight manual (AFM) to include procedures to advise the flightcrew of certain runway slope and anti- ice corrections and takeoff distance values. This new AD requires revising the Performance section of the AFM, which includes the revised procedures. This AD was prompted by the issuance of a revision to the AFM, which modifies runway slope and anti-ice corrections to both V1 and takeoff distance values. We are issuing this AD to prevent the use of published, non-conservative data, which could result in the inability to meet the required takeoff performance, with a consequent hazard to safe operation during performance-limited takeoff operations.
2017-19-04: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by a determination that new or more restrictive maintenance requirements and/or airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2014-18-02: We are superseding Airworthiness Directive (AD) 2014-05-02 for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2014-05-02 required repetitive inspections for cracking and corrosion of the aft pressure bulkhead, repetitive inspections of the frame chord drain path for debris, and corrective actions if necessary; and, for certain airplanes, enlargement of frame chord drain holes. This AD requires the same actions as AD 2014-05-02, but revises a certain repetitive inspection interval to avoid a misunderstanding of the repetitive inspection interval for the aft pressure bulkhead. This AD was prompted by reports from operators expressing confusion regarding a certain repetitive inspection interval for the aft pressure bulkhead. We are issuing this AD to detect and correct corrosion or cracking of the aft pressure bulkhead, which could result in loss of the aft pressure bulkhead web and stiffeners, and consequent rapid decompression of the airplane.
58-23-01: 58-23-01 BELL: Applies to All 47B, B3, D, D1, G, G2 and H1 Helicopters. Compliance required as indicated. Service experience indicates numerous failures of the tail rotor pitch change control bearing, P/N R4AF4 and alternate P/N's SIRP and 7R4AXIC. Failures of this bearing have been partly attributed to the pitch change control shaft being bent. To preclude the possibility of losing tail rotor control, a service life of 100 hours' time in service has been established for the tail rotor pitch change bearings P/N's R4AF4, 47-641-146-1, SIRP, and 7R4AXIC. All bearings with 90 or more hours' time in service shall be retired within the next 10 hours' time in service after the effective date of this amendment, except that tail rotor pitch change bearings with 190 or more hours' time in service as of the effective date of this amendment shall be retired prior to the accumulation of 200 hours' time in service. The bearing service life of 100 hours is predicted by the maintenance of a concentric pitch change control shaft to within the allowable tolerances. To insure straightness of the pitch change control shaft, P/N 47-641-034 or P/N 47-641-045, a 600-hour inspection for runout is required. The shaft must be inspected at the next 600-hour inspection or not later than December 15, 1958, and every 600 hours thereafter. Inspect shaft for allowable runout as follows: 1. Remove shaft from tail rotor gear box in accordance with Bell Service Manual. 2. Mount shaft at acme screw thread end in collet. 3. Measure concentricity of bearing shaft diameter. This diameter must be concentric within 0.060 TIR. 4. If diameters are not concentric within 0.060, shaft must be straightened within this tolerance. (Manufacturers Urgent Action Maintenance and Overhaul Instructions, Nos. S58-41 thru S58-47, H58-10, H58-11 and H58-12, dated October 3, 1958, cover same subjects.) Revised September 21, 1961. Revised January 18, 1963.
2014-16-23: We are superseding Airworthiness Directive (AD) 2011-16-01 for all Dassault Aviation Model FALCON 7X airplanes. AD 2011-16-01 required adding an automatic reversion logic and a means for the pilot to override pitch trim control normal modes, and installing placards in the cockpit; replacing the frame of the emergency switch box; replacing certain horizontal stabilizer electronic control units (HSECU); revising the Limitations section of the airplane flight manual (AFM); and revising the maintenance program to incorporate a certain task. This new AD requires modifying the fly-by-wire (FBW) standard; and operational testing of the electric motors reversion relays and trim emergency command of the horizontal stabilizer trim system (HSTS), and repairs if necessary. This AD was prompted by an uncontrolled pitch trim runaway during descent. We are issuing this AD to prevent an uncontrolled pitch trim runaway, which could result in loss of control of the airplane.
2014-17-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4- 600R series airplanes; Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by reports of rupture of the uplock springs of the nose landing gear (NLG) and main landing gear (MLG) doors and legs. This AD requires repetitive inspections of the uplock springs of the NLG and MLG doors and legs for broken and damaged springs, and corrective actions if necessary. We are issuing this AD to detect and correct improper free fall extension of the MLG or NLG, which could lead to possible loss of control of the airplane on the ground, and consequent damage to the airplane and injury to occupants.
74-23-08: 74-23-08 GRUMMAN AMERICAN CORPORATION: Amendment 39-2007. Applies to Grumman G-159 airplanes certificated in all categories. Compliance required within the next 200 hours time in service after the effective date of this airworthiness directive unless already accomplished. To provide dual electrical power for the fire extinguisher squib circuits accomplish the following or an equivalent rework approved by the Chief, Engineering and Manufacturing Branch, Southern Region. Remove the existing left and right engine fire extinguisher switches and left hand eyebrow circuit breaker panel nameplate. Install MS24524-21 switches, electrical wiring, 159SB10112-1 nameplate and check out system in accordance with Grumman Gulfstream I Aircraft Service Change 210. This amendment becomes effective November 15, 1974.
66-22-02: 66-22-02\tBOEING: Amdt. 39-285 Part 39 Federal Register September 7, 1966. Applies to Model 727 Series Airplanes Listed in Boeing Service Bulletin No. 29-22, Dated February 21, 1966.\n \n\tCompliance required within the next 700 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent failure of the pneumatic brake system due to leaks between the control valve and the brake housing, modify the pneumatic brake system line installation in accordance with Boeing Service Bulletin No. 29-22, dated February 21, 1966, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective October 7, 1966.
2016-18-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300ER series airplanes. This AD requires replacing the low-pressure oxygen flex hoses with new non- conductive low-pressure oxygen flex hoses in the gaseous passenger oxygen system in airplanes equipped with therapeutic oxygen. This AD was prompted by a determination that the low-pressure oxygen flex hoses in the gaseous passenger oxygen system can potentially be conductive. We are issuing this AD to prevent electrical current from passing through the low-pressure oxygen flex hoses in the gaseous passenger oxygen system, which can cause the flex hoses to melt or burn, and a consequent oxygen-fed fire in the passenger cabin.
2014-16-26: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by our determination to introduce a corrosion prevention control program, among other changes, to the maintenance requirements and airworthiness limitations. This AD requires revising the maintenance or inspection program, as applicable, to include the maintenance tasks and airworthiness limitations specified in the Airworthiness Limitations section of the airplane maintenance manual. We are issuing this AD to prevent reduced structural integrity and reduced controllability of the airplane.
2014-16-25: We are superseding Airworthiness Directive (AD) 2007-06-12 for certain Airbus Model A330-200 and A330-300 airplanes. This new AD reduces the compliance times for reinforcing the structure of the center fuselage. This AD was prompted by a new fatigue and damage tolerance evaluation that revealed the compliance time for an existing reinforcement of the fuselage has to be reduced. We are issuing this AD to prevent fatigue cracking of the fuselage, which could result in reduced structural integrity of the fuselage.
2014-16-05: We are adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 170 airplanes. This AD was prompted by reports of ``BLEED 1(2) LEAK'' messages displayed on the engine indication and crew alert system (EICAS), and indirect damage to components of the electrical wiring interconnection system (EWIS) in the engine pylon area. This AD requires inspecting the EWIS components for damage, and repair if necessary. This AD also requires installing pre-cooler deflectors on the left- and right-hand pylons, and applying silicone sealant. We are issuing this AD to prevent indirect damage to EWIS components near the engine bleed air pre-coolers, which could result in a dual engine roll back to idle and consequent dual engine power loss and reduced controllability of the airplane.
75-01-04: 75-01-04 BEECH: Amendment 39-2062. Applies to Models A23-19, 19A, M19A and B19 (Serial Numbers MB-1 through MB-520); Model B19 Sport 150 (Serial Numbers MB-521 through MB-616); Models 23, A23, A23A, B23 and C23 (Serial Numbers M-1 through M-1361); Model C23 Sundowner 180 (Serial Numbers M-1362 through M-1485); Models A23-24 and A24 (Serial Numbers MA-1 through MA-368); Model A24R (Serial Numbers MC-2 through MC-95); and Models A24R and B24R Sierra 200 (Serial Numbers MC-96 through MC-180) airplanes. Compliance: Required as indicated, unless already accomplished. A) To reduce the possibility of improper or unintentional movement of the fuel selector valve, within 50 hours' time in service after the effective date of this AD, replace the existing fuel selector valve guard with a P/N 169-920001-43 or P/N 169-920000-165 as applicable to the airplane. B) To prevent binding and assure complete shutoff of the P/N 169-920000-61-127 or -131 selector valve in the "Off" position, within 50 hours' time in service after the effective date of this AD, and thereafter at each annual, progressive or 100-hour inspection interval as required by Federal Aviation Regulation 91.169, check this valve for binding and shutoff characteristics in accordance with Beechcraft Service Instruction No. 0364-289, Rev. III, or later FAA-approved revision. If the valve does not meet the criteria contained in this Service Instruction, prior to further flight, replace it with an improved selector valve, P/N 169-380086-1, in accordance with Beechcraft Service Instruction No. 0622-289 or later FAA-approved revision. The above inspections are not applicable to the P/N 169-380086-1 selector valve and may be discontinued when it is installed. C) Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, Kansas City, Missouri. This amendment becomes effective January 7, 1975.
2014-16-18: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model BAe 146 series airplanes and Model Avro 146-RJ series airplanes. This AD was prompted by reports of cracking of the main fitting of the nose landing gear (NLG). This AD requires revising the maintenance program by incorporating a new safe- life limitation for the NLG main fitting. We are issuing this AD to prevent collapse of the NLG, which could lead to degradation of direction control on the ground or an un-commanded turn to the left, and a consequent loss of control of the airplane on the ground, possibly resulting in damage to the airplane and injury to occupants.
2014-16-21: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by reports that the pintle pins installed on a certain number of airplanes may be incorrectly protected against corrosion. This AD requires replacing certain pintle pins on the left- and right-hand main landing gear (MLG) with a serviceable part. We are issuing this AD to detect and correct pintle pins that have been incorrectly corrosion-protected, which could cause the pintle pins to shear under normal load and lead to the collapse of the MLG during take-off or landing.
2014-12-52: We are superseding emergency airworthiness directive (AD) 2014-12-52 for all Honeywell International Inc. TFE731-4, -4R, -5AR, - 5BR, -5R, -20R, -20AR, -20BR, -40, -40AR, -40R, -40BR, -50R, and -60 turbofan engines. Emergency AD 2014-12-52 was sent previously to all known U.S. owners and operators of these engines. AD 2014-12-52 required, before further flight, a review of the engine logbook maintenance records to determine if any affected engines are installed. AD 2014-12-52 also prohibited operation of an airplane with two or more affected engines that have 2nd stage low-pressure turbine (LPT2) blades with less than 250 operating hours since new. This AD retains the requirements of AD 2014-12-52 and clarifies the intent of the mandatory requirements. This AD was prompted by reports of LPT2 blade separations. We are issuing this AD to prevent LPT2 blade failure, multiple engine in-flight shutdowns, and damage to the airplane.
72-16-06: 72-16-06 SIKORSKY: Amendment 39-1496. Applies to all S61A, S61L, S61N and S61R type helicopters. Compliance required as indicated after the effective date of this Airworthiness Directive. To assure the proper electrical feeder wiring gage in the A.C. circuit breaker panel, accomplish the following: 1. Within the next 25 hours time in service from the effective date of the Airworthiness Directive comply with Sikorsky Service Bulletin 61B55-27A, Paragraph 2A or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. 2. Within 250 hours time in service from the effective date of this Airworthiness Directive. (a) Conduct a conformity inspection in accordance with the aircraft drawing effectivity list shown in Sikorsky Service Bulletin 61B55-27A, Paragraph 2.B(5) or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. (b) Conduct an inspection of all alterations performed on, or affecting the A.C. circuit breaker panel and substantiate feeder wire sizes affected are adequate for the alterations performed. Changes required as a result of this Airworthiness Directive must be approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. (Ref. Sikorsky S.B. 61B55-27A dated 9 May 1972 for list of Sikorsky Service Bulletins which modified drawings all listed in Paragraph 2.B(5)). Upon request with substantiating data submitted through an FAA maintenance inspector, the Compliance times specified in this Airworthiness Directive may be increased by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. This amendment is effective 10 August 1972.
2010-24-08: 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: On two occurrences on Mystere-Falcon 50 aeroplanes in service, it was detected that two pipes of the emergency brake system 2 located near the nose landing gear bearing were swapped. The swapping of these two pipes implies that when the Left Hand (LH) brake pedal is depressed, the Right Hand (RH) brake unit is activated, and conversely, when the RH brake pedal is depressed, the LH brake unit is actuated. This constitutes an unsafe condition, which may go unnoticed as the condition is latent until the emergency brake system 2 is used. This condition, if not corrected, could ultimately lead to a runway excursion of the aeroplane. * * * * * ThisAD requires actions that are intended to address the unsafe condition described in the MCAI.