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2017-10-13: We are superseding airworthiness directive (AD) 2015-17-19 for all Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. AD 2015-17-19 required inspection of the fan case low-pressure (LP) fuel tubes and associated clips and the fuel oil heat exchanger (FOHE) mounts and associated hardware. This AD requires an engine modification, which terminates the repetitive inspections. This AD was prompted by fractures on the LP fuel return tube at mid-span locations that were found with resulting fuel leaks. We are issuing this AD to correct the unsafe condition on these products.
70-06-07: 70-06-07 AVIONS MARCEL DASSAULT/SUD-AVIATION: Amdt. 39-958. Applies to all series Fan Jet Falcon airplanes with Microturbo Saphir I and II APU's installed. Compliance is required within the next 75 hours of APU operation, unless already accomplished. To prevent a fire hazard due to continued operation of the APU oil pump motor after APU shutdown, replace Equipment Construction Electrique (ECE) relay P/N 1475-7 with ECE contactor P/N 100CC01-A in accordance with Microturbo Saphir I Service Bulletin 49.10.39, dated September 30, 1969; or Microturbo Saphir II Service Bulletin 49.11.08, Revision No. 1, dated September 30, 1969, as applicable, or later SGAC-approved issues, or FAA-approved equivalents. This amendment becomes effective April 18, 1970.
2017-11-08: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH Model DA 42 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 failure of the propeller regulating valve caused by hot exhaust gases coming from fractured engine exhaust pipes. We are issuing this AD to require actions to address the unsafe condition on these products.
2024-16-15: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, A330-200 freighter, A330-800, and A330-900 series airplanes; Model A330-301, -302, -303, -323, -342, and -343 airplanes; and Model A340-312 and -313 airplanes. This AD was prompted by reports of quality non-conformity on main landing gear (MLG) axles where the high velocity oxygen-fuel (HVOF) coating on the bearing journal runout areas had a coating that was thicker than allowable limits. This AD requires repetitive inspections of the affected parts (MLG axles) for any discrepancy, corrective actions, and eventual replacement of affected parts, and prohibits the installation of affected parts, 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.
2017-10-14: We are superseding Airworthiness Directive (AD) 2014-07-07 for British Aerospace Regional Aircraft Model HP 137 Jetstream MK1, Jetstream Series 200, and Jetstream Series 3101 airplanes. 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 cracking of the forward main landing gear yoke pintle resulting from corrosion pits leading to stress corrosion cracking. We are issuing this AD to require actions to address the unsafe condition on these products.
74-08-04: 74-08-04 MCDONNELL DOUGLAS: Amendment 39-1811 as amended by Amendment 39-2013, 39-2112, and 39-2399 is further amended by Amendment 39-2443. Applies to all McDonnell-Douglas DC-10 series airplanes. \n\n\tCompliance required as indicated: \n\n\tTo prevent possible in-flight depressurization of the airplane that might result from the opening of an improperly secured cargo door, accomplish the following: \n\n\t1.\tPrior to further flight, unless already accomplished, perform the modifications and functional checks referenced below as follows: \n\n\t\t(A)\tInstall inspection ports and placards in all cargo doors and perform functional check of door systems and operation in accordance with McDonnell-Douglas Alert Service Bulletin A52-35 dated June 19, 1972, or later FAA-approved revisions. \t \n\n\t\t(B)\tModify all cargo door latch actuator wiring in accordance with McDonnell-Douglas Service Bulletin 52-27 dated May 30, 1972 or later FAA-approved revisions. \n\n\t\t(C)\tExcept for those aircraft which have been modified in accordance with McDonnell-Douglas Service Bulletin 52-49 dated October 25, 1973, or later FAA-approved revisions, replace the strike plate and adjust the switches on all forward, center, and aft cargo doors and install a support and plate on the aft cargo door in accordance with McDonnell-Douglas Service Bulletin 52-37 dated July 3, 1972, or later FAA-approved revisions. \n\n\t2.\tPrior to each flight a qualified person will: \n\n\t\tA.\tCheck each cargo door that has been opened since last checked, for proper security as follows: \n\n\t\t\t(i)\tEnsure that the cargo restraint curtain, if installed, is in proper position. \n\n\t\t\t(ii)\tEnsure that no foreign matter is in the exposed door locking mechanisms. \n\n\t\t\t(iii)\tEnsure that locking mechanisms are in proper positions. \n\n\t\t\t(iv)\tEnsure proper locking pin placement by visual check through inspection ports; \n\n\t\tB.\tCheck each cargo door known not to have been opened since last checked per paragraph 2(A), above,(i)\tEnsure that locking mechanisms are in proper positions. \n\n\t\t\t(ii)\tEnsure proper locking pin placement by visual check through inspection ports; and \n\n\t\tC.\tEnsure all cargo door warning lights are extinguished prior to taxi, except as provided in paragraph 12, below. \n\n\t\tD.\tCommunicate to the flight crew, prior to taxi, that the cargo doors have been checked, closed and locked. \n\n\t\tE.\tDefinitions. For the purposes of this paragraph, a qualified person is defined as an individual who has received special training on cargo door latching, and, as listed below, shall be: \n\n\t\t\t(i)\tMechanics at stations where such personnel are stationed and available. \n\n\t\t\t(ii)\tFlight crew member at off-line stations where no other qualified persons are available. \n\n\t\t\t(iii)\tRamp supervisor at line stations where no mechanical personnel are stationed or available. \n\n\t3.\tIf any abnormality in pressurization of the airplane is observed during the initial phases of pressurization, initiate descent and depressurization of the airplane and land at the nearest suitable airport. \n\n\t4.\tNotwithstanding the above, at least one flight crew member for each airplane operation must be indoctrinated in accordance with the FAA approved cargo door training programs for the individual airline or operator. \n\n\t5.\tSpecial flight permits may be issued per FAR 21.197 and 21.199 to operate airplanes to a base to perform the maintenance, modifications or repairs required by this AD. \n\n\t6.\tWithin the next 30 days after the effective date of this AD accomplish the cargo door warning system wiring changes in accordance with McDonnell-Douglas Service Bulletins 52-43 dated October 5, 1972, and 52-44, Revision 1, dated August 14, 1973, or later FAA-approved revisions. \n\n\t7.\tOn or before July 1, 1974, accomplish the cargo door latching mechanism and warning system rework in accordance with McDonnell-Douglas Service Bulletin 52-49, Revision 1, dated March 15, 1974, or later FAA-approved revisions. \n\n\t8.\tOn or before July 1, 1974, install cargo door limit switch covers in accordance with McDonnell-Douglas Service Bulletin 52-54 revision 1, dated April 14, 1973, or later FAA-approved revisions. \n\n\t9.\tIn lieu of compliance with the provisions of any of the above requirements, operators may comply with requirements approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNote: Simultaneous with the issuance of the AD, principal air carrier operations inspectors assigned to U.S. DC-10 operators will initiate action to amend the approved air carrier training programs to assure that required flight crewmembers are thoroughly familiar with, and indoctrinated in, the operation of locking cargo doors including: \n\n\t\tA.\tObservation of operation of locking mechanism from the interior. \n\n\t\tB.\tMethod of visual check to ensure engagement of locking pins through exterior inspection ports and related mechanism. \n\n\t10.\tUpon completion of either Douglas Service Bulletin 52-109 dated September 10, 1974, or later FAA-approved revisions, or the production change (Ref. Functional Check TXA 7002(L)) or later FAA-approved revisions, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region, on all DC-10 airplanes of an operators fleet, the special checks required in paragraph 2, above, are no longer required. \n\n\t11.\tWithin the next 6000 hours' time in service, after the effective date of this Amendment 39-2112 to AD 74-08-04, unless already accomplished, modify the existing snap switch cargo door warning systems and install new proximity switch cargo door warning systems in accordance with McDonnell Douglas Service Bulletin 52-109, Revision 1, dated December 12, 1974, or later FAA-approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t12.\tAircraft which have been modified in accordance with paragraph 11, above, may be operatedwith one warning light (System A or System B) per door inoperative provided: \n\n\t\t(a)\tThe unaffected system test is satisfactory and indicates that the door is closed and locked; and \n\n\t\t(b)\tThe procedure specified by paragraph 2 of this AD is accomplished for the affected cargo door(s); and \n\n\t\t(c)\tThe aircraft is not dispatched from a station where repairs or replacements on the inoperative warning system can be made. \n\n\tAmendment 39-1811 was effective upon publication in the Federal Register as to all persons except those persons to whom certain provisions of this amendment were made immediately effective by the telegrams dated March 7, 1974 and March 22, 1974, and the provisions of this amendment not included in those telegrams are effective as to those persons upon publication of this amendment in the Federal Register. \n\n\tNOTE: Amendment 39-2013 to AD 74-08-04 does not relieve the operator from ensuring, by appropriate procedures, that the cargo door is properly secured. \n\n\tAmendment 39-2013 became effective November 21, 1974. \n\n\tAmendment 39-2112 became effective April 4, 1975. \n\n\tAmendment 39-2399 became effective October 31, 1975. \n\n\tThis Amendment 39-2443 becomes effective December 1, 1975.
74-23-03: 74-23-03 BOEING: Amendment 39-2003. Applies to all Model 727 Series Airplanes certificated in all categories and equipped with the Auto Pack Trip System. \n\tCompliance required as indicated unless already accomplished. \n\tTo prevent the inadvertent trip of both air conditioning packs and the subsequent rapid loss of cabin pressurization, accomplish the following: \n\t(A)\tWithin one calendar day after the effective date of this AD, as an interim action, during the first flight and on all subsequent flights until the action specified in paragraph (B) and (C) of this AD has been accomplished, control the Auto Pack Trip System in accordance with the information and procedures contained in Boeing 727 "Operations Manual Bulletin" Number 74-7 dated September 5, 1974; and \n\t(B)\tWithin 100 hours time in service after the effective date of this AD, unless paragraph (C) is already accomplished, collar the Auto Pack Trip circuit breaker on the P6 panel and install one placard adjacent to thecircuit breaker and one adjacent to the Auto Pack Trip Switch which reads, "Auto Pack Trip Inoperative". \n\t(C)\tAs terminating action of this AD, within the next 900 hours time in service after the effective date of this AD, modify the Auto Pack Trip System in accordance with the information contained in the following documents as applicable, or a method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region: \n\t\t(1)\tBoeing Alert Service Bulletin 727-36-21 dated September 20, 1974, or later FAA approved revisions, applies to 727-200 series airplanes. \n\t\t(2)\tBoeing Service Bulletin 727-36-17, Revision 2, dated October 4, 1974, or later FAA approved revisions, applies to the following 727-100 series airplanes if Boeing Service Bulletin 727-36-17 original issue and Revision 1 have been incorporated: \n\n\t727-116\tS/N 19811 \n\t727-116C \tS/N 19813 and 19814 \n\t727-21\t\tS/N 18992 thru 18999 \n\t727-21\t\tS/N 19005 thru 19007 \n\t727-21\t\tS/N 19035 thru 19038 \n\t727-21\t\tS/N 19257 thru 19262 \n\t727-21C \tS/N 19134 thru 19137 \n\n\t\t(3)\tBoeing Service Bulletin 727-36-18, Revision 1, dated October 4, 1974, or later FAA approved revisions, applies to the following 727-100 series airplanes if Boeing Service Bulletin 727-36-18 has been incorporated: \n\n\t727-155C \tS/N 19619 \n\n\t\t(4)\tBoeing Service Bulletin 727-36-22 dated October 4, 1974, or later FAA approved revisions, applies to the following 727-100 series airplanes: \n\n\t727-17\t\tS/N 20327 and 20328; \n\t\t\tS/N 20512 and 20513 \n\t727-41\t\tS/N 20422 thru 20426 \n\t727-113C \tS/N 20343 \n\t727-1H2 \tS/N 20533 \n\t727-1F8\tS/N 20421 \n\t727-C3\t\tS/N 20418 thru 20420 \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this Directive who have not already received these documents from the manufacturer, may obtain copies upon request to the Boeing Commercial Airplane Company,P. O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA Northwest Region, 9010 East Marginal Way, Seattle, Washington 98108. \n\n\tThis amendment becomes effective November 8, 1974.
75-26-12: 75-26-12 BRITISH AIRCRAFT CORPORATION: Amendment 39-2468. Applies to British Aircraft Corp. (BAC) Viscount Model 700 and 810 series airplanes. Compliance is required as indicated, unless already accomplished. To prevent possible fatigue failure of the No. 1 and 2 landing flap torque shaft assemblies, accomplish the following: (a) For No. 1 torque shaft assemblies (LH and RH), comply with the following: (1) Torque tubes fitted to torque shaft assemblies for which total landings can be determined and which have accumulated in excess of 26,000 landings but not more than 28,000 landings on the effective date of this AD may remain in service for 2,000 additional landings with no special inspections after which time they must be replaced with new torque tubes of the same part number in accordance with paragraph (a)(5) of this AD. (2) Torque tubes fitted to torque shaft assemblies for which the total landings can be determined and which have accumulated in excess of 28,000 landings on the effective date of this AD may be continued in service, subject to the inspection requirements of paragraph (a)(4) of this AD, for 2,000 additional landings after which they must be replaced with new torque tubes of the same part number in accordance with paragraph (a)(5) of this AD. (3) Torque tubes fitted to torque shaft assemblies for which total landings cannot be determined must use in lieu thereof the total landings on the aircraft on which they are installed and comply with either paragraph (a)(1) or (a)(2) of this AD as applicable. NOTE: If total landings on the aircraft are not known, an operator may substitute a value for total landings established by dividing the total aircraft hours by the average flight length for the particular aircraft, subject to the approval of the assigned FAA Inspector. (4) Torque tubes fitted to torque shaft assemblies may remain in service for 2,000 additional landings in accordance with paragraph (a)(2) of this AD, subject to the following conditions: (i) Within 50 landings after the effective date of this AD and thereafter at intervals not to exceed 50 landings until replaced in accordance with paragraph (a)(2) of this AD, inspect the torque tubes in accordance with 2.2.1 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. If any cracks are found in the torque tubes as a result of this inspection, before further flight, replace the torque tubes with new parts of the same part numbers in accordance with paragraph (a)(5) of this AD. (ii) Within 500 landings from the effective date of this AD and thereafter at intervals not to exceed 500 landings until replaced in accordance with paragraph (a)(2) of this AD, remove the torque shaft assemblies and inspect and rework in accordance with paragraph 2.2.2 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. Where an inspection required by this paragraph coincides with an inspection interval specified in paragraph (a)(4)(1) of this AD, the inspection conducted in accordance with this paragraph is considered as showing compliance with the inspection required by paragraph (a)(4)(i) of this AD. If any cracks are found in the torque tubes or end fittings as a result of this inspection, replace cracked parts with new parts of the same part numbers in accordance with the assembly instructions specified in paragraph (a)(5) of this AD. (5) Torque tubes replaced in accordance with any provisions of this AD must be assembled to the torque shaft assembly in accordance with figure 2 of Alert PTL No. 290 (700 series) or PTL No. 158 (810 series), both dated August 23, 1972, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, c/o American Embassy, APO New York 09667. 6) Replacement torque tubes installed in accordance with the provisions of this AD must be replaced within 20,000 landings from new. Thereafter inspect replacement torque tubes in accordance with paragraph 2.3 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. (b) For No. 2 torque shaft assemblies (LH and RH), comply with the following: (1) For torque tubes fitted to torque shaft assemblies, for which total landings can be determined, within 500 landings after the effective date of this AD or before accumulating 28,500 landings, whichever occurs later, and thereafter at intervals not to exceed 500 landings, inspect the torque tubes in accordance with paragraph 2.4.1 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. (2) Within 1,500 landings after the initial inspection required by paragraph (b)(1) of this AD, and thereafter at intervals not to exceed 2,000 landings from the last inspection, remove the torque shaft assemblies and inspect the torque tubes and end fittings for cracks in accordance with paragraph 2.4.2 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. Where an inspection required by this paragraph coincides with an inspection interval specified in paragraph (b)(1) of this AD, the inspection conducted in accordance with this paragraph is considered as showing compliance with that required by paragraph (b)(1) of this AD. (3) If cracks are found as a result of the inspections conducted in accordance with paragraphs (b)(1) or (b)(2) of this AD, before further flight, replace the cracked parts with new parts of the same part number. Where new torque tubes are installed as a result of the inspections specified in paragraphs (b)(1) and (b)(2) of this AD, the repetitive inspections required by paragraphs (b)(1) and (b)(2) must be initiated upon accumulating 28,000 landings on the new torque tubes. (4) Torque tubes fitted to torque shaft assemblies for which the total landings cannot be determined, must use in lieu thereof the total landings of the aircraft on which they are installed for the purpose of complying with paragraph (b)(1) of this AD. NOTE: If total landings of the aircraft are not known, an operator may substitute a value for total landings established by dividing the total aircraft hours by the average flight length for the particular aircraft, subject to the approval of the assigned FAA Inspector. This amendment becomes effective on January 14, 1976.
2024-16-17: The FAA is superseding Airworthiness Directive (AD) 2022-13- 11, which applied to all Airbus SAS Model A350-941 and -1041 airplanes. AD 2022-13-11 required revising the existing airplane flight manual (AFM) for airplanes equipped with affected flight control units (FCUs) and replacing any affected FCU with a serviceable FCU. This AD was prompted by reports of inadvertent auto flight system (AFS) altitude changes on the FCU; an investigation revealed that, depending on the ring selection, failure of the ALT knob on the FCU could change the target altitude. This AD continues to require certain actions in AD 2022-13-11, including replacing any affected FCU with a serviceable FCU, expands the requirement to revise the existing AFM for all airplanes, and prohibits the installation of affected parts; 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.
71-22-02: 71-22-02 CESSNA: Amdt. 39-1323 as amended by amendment 39-1327. Applies to 150, 172, 175 and 182 series airplanes with 1000 or more hours' time in service with earlier type nose gear fork installed but does not include the above model airplanes installed with nose gear fork bearing P/Ns 0442503-497, 0543043-497 or 0543043-498, or newer nose gear forks identified in current Cessna Parts Catalogues. Compliance: Required as indicated, unless already accomplished. To decrease the possibility of failure of the nose gear structure: A) On or before January 1, 1972, and thereafter at intervals not to exceed 100 hours' time in service from the date of the previous inspection, or at any time following severe nose wheel shimmy and/or hard landings, inspect the nose gear fork for cracks in the radius of the milled section of the nose gear strut attachment bolt using the dye penetrant inspection or equivalent nondestructive inspection method. B) If cracks are found during the inspections required by Paragraph A, before further flight, replace the affected part with applicable nose gear fork P/N 0442503-497, 0543043-497 or 0543043-498 or newer nose gear forks identified in current Cessna Parts Catalogues. C) For those airplanes with 1500 or more total hours time in service as of January 1, 1972, and for those airplanes upon the accumulation of 1500 hours total time in service after January 1, 1972, within the first 300 hours time in service thereafter, replace earlier type forks with applicable nose gear fork P/N 0442503-497, 0543043-497, or 0543043-498 or newer nose gear forks identified in current Cessna Parts Catalogues. D) Upon incorporation of the applicable nose gear fork P/Ns 0442503-497, 0543043-497 or 0543043-498, or newer nose gear forks identified in current Cessna Parts Catalogues, compliance with the provisions of Paragraph A are no longer required. Cessna Service Letter 63-31 dated July 16, 1963, pertains to this same subject.Amendment 39-1323 became effective October 23, 1971. This amendment 39-1327 becomes effective November 9, 1971.