Results
58-10-07: 58-10-07 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required as indicated. Cases have been reported of a variation in the clearances between the aileron lock arms and their associated locking levers on different aircraft when the control locks are disengaged. Vickers-Armstrong has issued the following corrective measures which the British Air registration Board considers mandatory: 1. As soon as possible, but not later than August 1, 1958, all aircraft should be inspected to determine that a nominal clearance of 0.15 inch is provided at the inboard and outboard aileron control lock assemblies. 2. If the clearances are less than 0.10 inch, the locking levers can be filed to a maximum of 0.10 inch to obtain the required clearance of not less than 0.15 inch. 3. If the clearances are between 0.10 and 0.15 inch, the filing of the locking levers to obtain the required clearance of not less than 0.15 inch, can be deferred until the next major check or next removal of the ailerons, whichever occurs sooner. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrong PTL No. 173 and Modification No. D.2491 cover this subject.)
2010-04-04: 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: There have been several in-service cases reported of impact damage to the blowout (decompression) panel protective cage assemblies installed in the aft baggage cargo compartment. When damaged, these cages could prevent proper operation of the blowout panels, with potential degradation of smoke detection and fire extinguishing capabilities in the event of a fire. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-09-24 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. 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 during maintenance actions. Failure to preserve critical fuel tank system ignition source prevention features could result in a fuel tank explosion. * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective December 21, 2009. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of December 21, 2009. On June 6, 2008 (73 FR 24143, May 2, 2008), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD. We must receive comments on this AD by January 19, 2010.
2021-01-03: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2500-A1, V2522-A5, V2524- A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, V2531-E5, and V2533-A5 model turbofan engines. This AD was prompted by a root cause analysis of an event involving an uncontained failure of a high-pressure turbine (HPT) 1st-stage disk that resulted in high-energy debris penetrating the engine cowling. This AD requires removing certain HPT 1st-stage and HPT 2nd-stage disks from service. The FAA is issuing this AD to address the unsafe condition on these products.
2004-01-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that currently requires revising the airplane flight manual (AFM), and either installing hydraulic tube assemblies incorporating a check valve, or visually inspecting the check valve if already installed and performing corrective actions if necessary. This action adds airplanes to the applicability of the existing AD. The actions specified by this AD are intended to prevent the landing gear doors from becoming blocked from opening during application of emergency procedures in the event of a loss of hydraulics. This action is intended to address the identified unsafe condition.
55-15-01: 55-15-01 BOEING: Applies to All Boeing 377 Series Aircraft with Hamilton Standard Propellers. Compliance required by first scheduled engine change after November 1, 1955, but not later than November 1, 1956. To increase the fire resistance integrity of the propeller feathering system against damage by a powerplant fire, all flexible hose components of propeller feathering lines forward of the firewall in zone 2 must be replaced with lines and fittings which will meet current fire resistance requirements. The following hose assemblies are considered acceptable for this applications: (a) Aeroquip 680-10S hose assemblies with Aeroquip 304 protective sleeves over end fittings (Aeroquip assembly P/N 304000). (b) Resistoflex SSFR-3800-10 hose assemblies. (c) Aeroquip 309009-10S hose assemblies.
2010-04-01: 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 quality control performed during completion of one Falcon 900EX aeroplane has shown that the crew and passenger Right-Hand (RH) oxygen lines may both interfere with the frame 8 of the aeroplane structure. A subsequent design review of the oxygen lines routing has confirmed that, on certain aeroplanes, equipped in RH mid-cabin with a 115 cu-ft oxygen cylinder, the installation of the line support assembly at frame 8 needs to be accomplished with precaution; otherwise, the oxygen lines might interfere with the structure, and this condition could lead to an oxygen leak. * * * * * The unsafe condition is an oxygen leak, which would result in insufficient oxygen flow to passenger oxygen masks during a depressurization event. We are issuing this AD to require actions to correct the unsafe condition on these products.
2004-01-09: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires revising the Limitations section of the Rotorcraft Flight Manual (RFM) to prohibit using the landing light except for landing and takeoff until the 40 amp 10P1 and 10P2 contactors are replaced with 50 amp circuit breakers. Also, this amendment requires upgrading the electrical master boxes. This amendment is prompted by three reports of complete loss of electrical power generating systems, except for the direct battery power, due to a combination of high outside temperature and long flight duration with the landing light on that causes the nontemperature compensated trip switches to prematurely trip. The actions specified by this AD are intended to prevent failure of the helicopter power generator systems, loss of the use of flight instruments, and subsequent loss of control of the helicopter.
95-16-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 SP, SR, -100, -200, and -300 series airplanes, that requires repetitive operational tests of the reversible gearbox pneumatic drive unit (PDU) or the reversing air motor PDU to ensure that the unit can restrain the thrust reverser sleeve, and correction of any discrepancy found. This amendment is prompted by the results of an investigation, which revealed that, in the event of thrust reverser deployment during high-speed climb or during cruise, these airplanes could experience control problems. The actions specified by this AD are intended to ensure the integrity of the fail safe features of the thrust reverser system by preventing possible failure modes in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight.
91-06-16: 91-06-16 BRITISH AEROSPACE: Amendment 39-6935. Docket No. 90-NM-257-AD. Applicability: Model BAC 1-11 200 and 400 series airplanes, as listed in British Aerospace Service Bulletin 52-PM-5970, dated August 16, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the rear pressure bulkhead door, accomplish the following: A. Prior to the accumulation of 55,000 landings or within 15 months after the effective date of this AD, whichever occurs later, install horizontal members, various angle bracket assemblies, throat strips, cleats, furnishing bracket assemblies, furnishing angles, stiffeners, and a detachable door panel, in accordance with British Aerospace Service Bulletin 52-PM-5970, dated August 16, 1990. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6935, AD 91-06-16) becomes effective on April 18, 1991.
2020-26-18: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-243, -343, and -941 airplanes. This AD was prompted by a report that during an inspection of the wing/fuselage fillet interface, evidence of black stains and white oxidation was found on several areas of the fillet fairing adjustable rods due to surface corrosion. This AD requires replacing each affected fillet fairing adjustable rod with a serviceable part, 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.
2004-01-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 series airplanes (Regional Jet Series 100 & 440), that requires a one-time inspection of the dust covers for the flight data recorder (FDR) and cockpit voice recorder (CVR) equipment for the presence of markings that indicate the presence of a chemical-resistant coating, and corrective actions if necessary. The actions specified by this AD are intended to prevent peeling of the paint and markings from the dust covers for FDR and CVR equipment due to hydraulic mist from the actuators, which could result in the inability to identify FDR and CVR equipment in the event of an accident-recovery mission. The lack of data from FDR and CVR equipment could hamper discovery of the unsafe condition that caused an accident or an incident and prevent the FAA from developing and mandating actions to prevent additional accidents or incidents caused by that same unsafe condition. This action is intended to address the identified unsafe condition.
78-12-04: 78-12-04 PRATT & WHITNEY AIRCRAFT: Amendment 39-3234. Applies to all Pratt & Whitney Aircraft of Canada, Limited PT6A-38 engines prior to Serial Number PCE-79179, PT6A-41 engines prior to Serial Number PCE-80718, PT6A-45A engines prior to Serial Number PCE-84108 and Pratt & Whitney Aircraft PT6A-38 engines prior to Serial Number P-79179 with Part Number 3019268 or 3027054 No. 2 bearing pressure oil transfer tube assemblies. Compliance required within the next 50 hours in service, after the effective date of this AD, unless already accomplished. To preclude oil leakage from the No. 2 bearing pressure oil transfer tube assembly replace the Part Number 3019268 and 3027054 tube assemblies with Part Number 3030150 tube assembly in accordance with Paragraph 2, accomplishment instructions in Pratt & Whitney Aircraft of Canada, Limited Service Bulletin No. 3099 or approved equivalent parts. Aircraft may be flown to a base for performance of maintenance required by this ADper FAR 21.197 or FAR 21.199. All equivalent parts must be approved by the Chief, Engineering and Manufacturing Branch of the Eastern Region of the FAA. This amendment is effective June 19, 1978.
95-04-09: This amendment adopts a new airworthiness directive (AD) that applies to Pilatus Britten-Norman BN2A, BN2B, and BN2T Islander and BN2A Mk III Trislander series airplanes that are equipped with a nose wheel steering disconnect system with either a Modification NB/M/503 or Modification NB/M/733 nose undercarriage unit. This action requires repetitively inspecting the nose wheel steering drive ring for cracks, and replacing any cracked drive ring. A report of the rudder pedals jamming in the central position during takeoff on one of the affected airplanes prompted this action. The actions specified by this AD are intended to prevent failure of the nose wheel steering system because of a cracked drive ring, which, if not detected and corrected, could result in the inability to move the rudder pedals.
2020-26-21: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a report that during the assembly of a certain section of the fuselage, the gaps found on self-aligning nuts for eight fasteners were out of tolerance. This AD requires a rotating probe test of all fastener holes located in the affected area for any discrepancies, an eddy current inspection of the surrounding flange for any discrepancies, a detailed inspection of certain frames for any discrepancies, 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.
77-17-11: 77-17-11 BOEING: Amendment 39-3025 as amended by amendment 39-3392. Applies to all B-17F & G airplanes certified in all categories. Compliance required within the next 25 hours' time-in-service or within 6 months after the effective date of this AD, whichever comes first, unless already accomplished within the last 25 hours time in service or 6 months, and thereafter at intervals not to exceed 50 hours time in service or 12 months, whichever comes first, (from the last inspection). To detect cracking in the rear spar lower cap center section, P/N 75-3425-2 or 85-3425-2, accomplish the following: 1. Remove the 3 most inboard bolts from the 14 bolt pattern attaching the rear spar center section lower chord P/N 75-3425-2 or 85-3425-2 to the terminal plates, left and right hand sides. These bolts are approximately 40 to 42 inches from the airplane centerline. Using eddy current inspection procedures or boroscope methods in conjunction with dye penetrants, inspect the rear spar lower chord center section for cracks around the bolt holes in both the forward and aft walls of the tube. 2. If cracks are found, replace the spar cap with a serviceable part of the same part number, or repair in accordance with Army T.O. No. 01-20E or other methods approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. 3. After repairs per (2) have been accomplished, reinspect in accordance with (1) at intervals not to exceed 150 hours time-in-service or every 12 months, whichever comes first. 4. The bolt holes described in paragraph (1) above may be reamed .063 inch oversize for a close tolerance oversize bolt, provided no cracks are detected when the chords are inspected in accordance with paragraph (1) above using the eddy current inspection methods. Any holes reworked with the oversize bolts must be reinspected in accordance with (1) above within 1500 flight hours after such rework. Upon accumulation of 1500 flight hours on the reworked holes, the repeat inspection interval reverts to the interval specified in (3) above. 5. Any new replacement beam chords must be inspected within 2500 flight hours after installation and thereafter at intervals specified in paragraph (3) above. Amendment 39-3025 became effective September 6, 1977. This amendment 39-3392 becomes effective January 23, 1979.
97-24-02 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-1A11 (CL-600), CL- 600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) series airplanes, that currently requires repetitive inspections to find cracks of a certain bulkhead web of the fuselage at certain locations, and repair if necessary. The actions specified by that AD are intended to prevent cracking in the pressure bulkhead at frame station (FS) 409.00, which could result in uncontrolled depressurization of the airplane and/or reduced structural integrity of the fuselage. This amendment provides an optional terminating modification for certain airplanes. This action is intended to address the identified unsafe condition.
95-04-11: This amendment supersedes an existing airworthiness directive (AD), applicable to Textron Lycoming ALF502R series turbofan engines, that currently requires the establishment of a reduced stress rupture retirement life limit for certain third stage turbine disks. This amendment establishes a new increased stress rupture retirement life limit for certain third stage turbine disks used in conjunction with third stage turbine nozzles that have improved cooling effectiveness, expands the applicability by adding the ALF502L series engines, and establishes other new reduced stress rupture retirement life limits. This amendment is prompted by the introduction of an improved design third stage turbine nozzle, and a new reduced stress rupture retirement life limit for certain third stage turbine disks on the ALF502L series engines. The actions specified by this AD are intended to prevent a total loss of engine power, inflight engine shutdown, and possible damage to the aircraft.
2004-01-07: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes. This AD requires one-time inspections of the inner webs and flanges at frames 15, 18, 41, and 43 for evidence of corrosion or cracking; and corrective actions if necessary. This action is necessary to detect and correct corrosion and cracking of the inner webs and flanges at frames 15, 18, 41, and 43, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
76-11-03: 76-11-03 SCHEMPP HIRTH and BURKHART GROB: Amendment 39-2626. Applies to Standard Cirrus gliders certificated in all categories, Serial Numbers 1 through 604 for Schempp Hirth and Serial Numbers 1G through 200G for Burkhart Grob. Compliance is required as indicated, unless already accomplished. To prevent possible tow release lever jamming and consequent crashing of the glider during a winch launch, accomplish the following: (a) Within the next 10 flights after the effective date of this AD, visually inspect the clearance between the tow release lever and the occupied pilot seat by performing a functional inspection of the operation of the tow release mechanism. If the occupied seat interferes with the operation of the tow release mechanism, before further flight, comply with paragraph (c) of this AD. (b) Within the next 50 flights after the effective date of this AD, unless earlier compliance is required pursuant to paragraph (a) of this AD, comply with paragraph (c) of this AD. (c) Reinforce the pilot seat in accordance with steps 2 and 3 of the paragraph entitled "Instructions" of Schempp Hirth Technical Note 278-18, dated December 8, 1975, or an FAA-approved equivalent, except that the minimum overall depth of the stiffening material used under step 2b should be 1/3 its width. This amendment becomes effective June 10, 1976.
2020-26-15: The FAA is superseding Airworthiness Directive (AD) 2016-07- 14, which applied to certain Airbus Model A319-111, -112, -113, -114, - 115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, - 213, -231, and -232 airplanes. AD 2016-07-14 required replacing the clips, shear webs, and angles, related investigative actions, and repair if necessary. This AD retains the actions of AD 2016-07-14, and requires modifying (replacing) the clips, shear webs, and angles at a certain rear fuselage area with new parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA has also determined that additional airplanes are subject to the unsafe condition. This AD was prompted by fatigue testing that determined that fatigue damage could appear on clips, shear webs, and angles at certain rear fuselage sections and certain frames. The FAA is issuing this ADto address the unsafe condition on these products.
2010-03-02: We are adopting a new airworthiness directive (AD) for the Lifesavings Systems Corp., D-Lok Hook assembly installed on certain rescue hoist assemblies. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states that rescue hoist operators have reported surface irregularities and discontinuities on certain D-Lok Hooks because of an unapproved change in the hook design and manufacturing process from forged material to cast material that have different physical properties. The actions are intended to prevent failure of a hook during rescue hoist operations, loss of the rescued passenger, and subsequent serious injury or fatality.
2020-26-10: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. (Leonardo) Model A119 and AW119 MKII helicopters. This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter and installing a placard to prohibit intentional entry into autorotation. This AD would also allow replacement of an affected fuel control unit (FCU) as an optional terminating action for the RFM revision and placard installation. This AD was prompted by reports that certain FCUs may not have been calibrated to specification during overhaul. The actions of this AD are intended to address an unsafe condition on these products.
91-14-23: 91-14-23 BOEING: Amendment 39-7063. Docket No. 91-NM-60-AD. \n\n\tApplicability: Model 747-400 series airplanes delivered with Door 5 Crew Rest Stations, certificated in any category. \n\n\tCompliance: Required within 60 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the occurrence of smoke and fire in the Door 5 Crew Rest Station, accomplish the following: \n\n\tA.\tDisconnect, cap, and stow the wires connected to circuit breakers C8823 and C8824 at the P84 circuit breaker panel, which provides electrical power to the crew rest bunk reading lights, Grimes Part Number 15-0175-9. Circuit breakers C8823 and C8824 must be collared in the open position and labeled INOPERATIVE. \n\n\tB.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tThis amendment (39-7063, AD 91-14-23) becomes effective on August 9, 1991.
2003-26-10: This amendment adopts a new airworthiness directive (AD) that is applicable to the Airbus airplanes listed above. This action requires a one-time inspection for cracking of the lower outboard flange of gantry No. 4 in the main landing gear bay area, and repair if necessary. This action is necessary to find and fix such cracking, which could result in reduced structural integrity of the fuselage, and consequent rapid decompression of the airplane. This action is intended to address the identified unsafe condition.