Results
98-06-21: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes, that requires repetitive inspections to detect uneven wear of the heat pack of the main landing gear (MLG) brake unit; measurement and setting of the wear remaining length (WRL) of the wear indicator pin (WIP); and replacement of the brake heat pack unit with a serviceable unit, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect uneven wear of the brake heat pack unit and prevent failure of the pressure stator of the MLG brake unit, which could result in reduced braking efficiency and consequent longer stopping distances upon landing.
2002-26-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9-50 series airplanes; and Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 airplanes. This amendment requires replacement of the emergency power switch knob on the overhead switch panel in the flight compartment with a new, improved knob made of non-conductive material. The actions specified by this AD are intended to prevent the knob from conducting electricity, which could result in delivery of an electrical shock and consequent injury to flightcrew or maintenance personnel. This action is intended to address the identified unsafe condition.
96-24-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Allison Engine Company Model 250-C47B turboshaft engines. This action supersedes priority letter AD 96-21-12, applicable to Bell Helicopter Textron, A Division of Textron Canada Ltd. (BHTC) Model 407 helicopters, that currently prohibits further flight, due to uncommanded inflight engine shutdowns. This action requires replacing the engine main electrical harness assembly with an improved assembly, disabling the overspeed solenoid, inspecting the engine control unit (ECU) internal PW10 voltage to determine electrical noise characteristics, and replacing units not considered serviceable. In addition, this AD requires adding a placard to the helicopter instrument panel notifying the pilot that the overspeed protection system is disabled and removes a placard which was required by priority letter AD 96-21-12; revises the BHTC Model 407 Rotorcraft Flight Manual (RFM); and requires maintenance actionsto clear the engine electronic control unit (ECU) of faults prior to each flight. Accomplishment of these actions will enable operators to resume flight operations. This amendment is prompted by investigation into the causes of the inflight engine shutdowns. The actions specified by this AD are intended to prevent uncommanded inflight engine shutdowns, which can result in autorotation, forced landing, and possible loss of the helicopter.
96-23-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain de Havilland Model DHC-8-100 and -300 series airplanes, that currently requires repetitive inspections to detect cracks of the upper drag strut trunnion fittings of the nose landing gear (NLG) and to verify tightness of the fitting attachment bolts, and replacement of fittings or fasteners, if necessary. This amendment requires the installation of a modification to terminate the repetitive inspections. This amendment is prompted by the development of a modification that positively addresses the identified unsafe condition. The actions specified by this AD are intended to prevent failure of the upper drag strut trunnion fittings of the NLG, which could lead to collapse of the NLG.
2002-26-17: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires a one-time inspection to identify all alloy steel bolts on the body station 1480 bulkhead splice, and corrective action if necessary; and provides for optional terminating action for certain requirements of that AD. This amendment requires accomplishment of the previously optional terminating action. The actions specified by this AD are intended to prevent cracked or broken bolts, which could result in structural damage and rapid depressurization of the airplane. This action is intended to address the identified unsafe condition.
2025-08-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model SA341G and SA342J helicopters. This AD was prompted by reports of corrosion on the contact surfaces of the tail rotor inclined and horizontal drive shaft flanges. This AD requires repetitively inspecting the inclined and horizontal drive shaft flanges and, depending on the results, replacing the inclined or horizontal drive shaft. This AD also prohibits installing certain inclined and horizontal drive shafts unless certain requirements are met. These actions are specified in a European Union Aviation Safety Agency (EASA) AD, which is proposed for incorporation by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2000-16-02R1: This amendment revises an existing airworthiness directive (AD), that is applicable to Pratt & Whitney PW4164, PW4168, and PW4168A series turbofan engines. That AD currently requires initial and repetitive torque checks for loose or broken front pylon mount bolts made from INCO 718 material and MP159 material. That AD also requires initial and repetitive visual inspections of the primary mount thrust load path. This amendment requires extension of the cycles accumulated before performing the initial inspection, reduces the frequency of repetitive inspections for MP159 material bolts, and adds a terminating action to the primary mount thrust load path inspections by introducing a new increased durability forward engine mount bearing housing. This amendment is prompted by component testing to assess the low cycle fatigue (LCF) life of the MP159 material bolts and the development of a new design forward engine mount bearing housing that meets the 8,000 flight cycle design intentfor inspection. The actions specified by this AD are intended to prevent front pylon mount bolt and primary mount thrust load path failure, which could result in an engine separating from the airplane.
96-24-04: This amendment adopts a new airworthiness directive (AD) that applies to Aerospace Technologies of Australia (ASTA) Nomad Models N22B, N22S, and N24A airplanes. This action requires repetitively inspecting the tailplane stabilizer center section and repairing any cracked tailplane structure. This AD also provides an optional modification as a terminating action, after an inspection in which no cracks are found. A tailplane failure on one of the affected airplanes prompted this action. The actions specified by this AD are intended to prevent cracking in the stabilizer center section, which, if not detected and corrected, could result in tailplane failure and loss of control of the airplane.
96-23-17: This amendment adopts a new airworthiness directive (AD), applicable to certain de Havilland Model DHC-8-102 and -103 series airplanes, that requires repetitive external inspections to detect cracks in the skin exterior of the fuselage at floor level, and repair, if necessary. This amendment also requires repetitive internal inspections to detect cracks of the subject area, which terminates the repetitive external inspections. This amendment is prompted by a report that one of the tasks in the Maintenance Program Airworthiness Limitations List inadvertently excluded certain airplanes from the instructions for the inspections. The actions specified by this AD are intended to prevent undetected cracking of the frames and skin panels of the fuselage, which could result in reduced structural integrity of the airplane.
2002-23-12: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce Limited, Aero Division-Bristol, S.N.E.C.M.A (RR) Olympus 593 Mk. 610-14-28 turbojet engines. This action requires a one-time fluorescent penetrant inspection (FPI) of certain rebroached stage 5 high pressure compressor (HPC) disks, inspecting for cracks, and if necessary, removing cracked disks from service. This amendment is prompted by a manufacturer's analysis that concluded that the rebroaching process failed to achieve the anticipated life before being rejected for cracks and that the original cracks are not being removed. The actions specified in this AD are intended to prevent failure of the HPC stage 5 disk which could result in an uncontained engine failure and damage to the airplane.
2020-21-20: The FAA is superseding Airworthiness Directive (AD) 2019-23- 03, which applied to certain Dassault Aviation Model FALCON 900EX airplanes. AD 2019-23-03 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. This AD continues to require those maintenance or inspection program revisions, and also requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2002-26-06: This amendment adopts a new airworthiness directive (AD) that is applicable to all Dornier Model 328-300 series airplanes. This action requires revising the Airplane Flight Manual to incorporate revised performance data for certain operations. This action is necessary to prevent operation in weight/altitude/temperature conditions that exceed the performance capabilities of the airplane, which could result in impact with terrain during engine out performance-limited operations. This action is intended to address the identified unsafe condition.
96-23-18: This amendment adopts a new airworthiness directive (AD) that applies to Aerospace Technologies of Australia Pty Ltd. (ASTA) Models N22B, N24A, and N22S airplanes that are not equipped with a part number (P/N) 1E/N-12-57 fuselage stub fin plate (MOD N759). This action requires replacing the existing fuselage stub fin plate with one of improved design, P/N 1E/N-12-57. This action results from several reports of cracks along the forward flange of the fuselage stub fin plate in the area of Rib Water Line (WL) 138.87. The actions specified by this AD are intended to prevent structural failure of the fuselage area caused by a cracked stub fin plate, which could result in loss of control of the airplane.
2025-09-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
96-23-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100 and -200 series airplanes, that requires replacement of the 250 volt-ampere (VA) rated static inverters with 410 VA or 500 VA rated static inverters, and an operational test of the standby electrical power system. This amendment is prompted by a report that accomplishment of a certain modification could result in overload of the static inverter on these airplanes. The actions specified by this AD are intended to prevent overload of the static inverter, which could result in the loss of the 115 volt alternating current (VAC) standby bus and the associated flight instruments when the airplane is operating on standby electrical power.
99-25-06: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires a one-time inspection of the bottom aft roller of the main baggage-bay door structure for cracking or damage to the sub-frame; repetitive operational tests to determine if the counter-balance motor functions properly; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent sub-frame damage, which, if left undetected, could cause rapid decompression of the airplane and consequent injury to passengers and crew.
2011-09-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires, for certain airplanes, replacing certain boost pump relays with ground fault interrupter (GFI) relays. For certain other airplanes, this AD requires installing new panels in the main equipment center, making certain wiring changes, installing new GFI relays in the new panels, and installing \n\n((Page 24346)) \n\nnew electrical load management system (ELMS) software. For certain other airplanes, this AD requires doing certain bond resistance measurements, and corrective actions if necessary. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent potential ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2011-09-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires an inspection to determine the part number of the mid-pivot access door and to determine if the correct door is installed, and the installation of a marker on the mid- pivot access door, and if necessary, repetitive ultrasonic inspections for cracking of the mid-pivot bolt assembly and eventual replacement of the mid-pivot bolt assembly. This AD was prompted by a report that the left and right access doors of the spring beam mid-pivot bolt assembly for the No. 1 strut were inadvertently installed in the incorrect position during strut modification. We are issuing this AD to detect and correct incorrectly installed mid-pivot bolt assemblies on the spring beam on the outboard struts. Incorrectly installed bolt assemblies could lead to fatigue cracking and consequent fracturing of the mid-pivot bolt assembly, which could lead to loss of the spring beam load path and the possible separation of a strut and engine from the airplane during flight.
2005-18-07: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas transport category airplanes. That AD currently requires repetitive inspections for cracking of the lower cargo doorjamb corners, and corrective action if necessary. That AD provides for optional terminating action for certain repetitive inspections for certain airplanes. For certain other airplanes, that AD requires modification of the lower cargo doorjamb corners. This new AD adds airplanes to the applicability. The existing AD was prompted by reports of fatigue cracks in the fuselage skin in the lower cargo doorjamb corners; this AD is prompted by the inadvertent omission of certain airplanes from the existing applicability. We are issuing this AD to ensure that the unsafe condition will be addressed on all affected airplanes so that cracking in the lower cargo doorjamb corners is detected and corrected before it can result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane. \n\nDATES: Effective October 7, 2005. \n\n\tOn April 29, 2004 (69 FR 15234, March 25, 2004), the Director of the Federal Register approved the incorporation by reference of McDonnell Douglas Service Bulletin DC8-53-078, Revision 01, dated January 25, 2001.
97-16-05: This amendment supersedes an existing airworthiness directive (AD), applicable to all Gulfstream Model G-159 (G-I) airplanes, that currently requires repetitive inspections to detect corrosion in the wing planks under the bottom wing center fairings, and repair, if necessary. This amendment requires the installation of a protective paint system which, when accomplished, will allow the inspections to be conducted at longer intervals. This amendment is prompted by the development of a modification that will improve the corrosion resistance of the subject area. The actions specified by this AD are intended to detect and prevent corrosion in the lower skins of the wing center section. If corrosion in this area remains unchecked, it could reduce the integrity of the wing-to-fuselage fitting, and consequently could lead to separation of the wing from the airplane.
96-22-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737 and 747 series airplanes, that requires replacement of Waterman hydraulic fuse assemblies with modified assemblies. This amendment is prompted by reports of failure of hydraulic system A and the standby system, due to corrosion on the magnesium piston of the hydraulic fuse and consequent failure of the fuse to close sufficiently to prevent the loss of hydraulic fluid from the system. The actions specified by this AD are intended to prevent such failure of the fuse, which could result in the failure of one or more hydraulic systems and resultant reduced controllability of the airplane.
98-09-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires a one-time high frequency eddy current inspection to detect cracking of the lower fuselage structure, and repair, if necessary. This amendment also requires modification of certain fastener holes in the lower fuselage structure. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent reduced structural integrity of the airplane due to fatigue cracking in the lower fuselage structure.
2011-09-01: 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: * * * * * * * * [S]ome Allowable Damage Limits and Repairs published in SRM Chapters 57-61-12 PB101 and 57-61-12 PB201 were de-validated starting from the SRM revision issued on January 2009. The terminology ``De-validated SRM'' used in this AD text refers to the SRM chapters mentioned above. In order to prevent complete inner aileron split due to possible failure or disbonding of the repairs on the inner aileron panels performed as per ``devalidated SRM'', which may result in flutter coupling of the free aileron part, this AD requires a one time inspection of the inner aileron panels to identify the presence of ``de-validated SRM'' repairs and, if necessary, to apply the associated corrective actions [repair]. The flutter coupling of the free aileron part might result in separation of the aileron from the airplane, degradation of airplane control, and increased workload for the flight crew. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2011-09-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting the fuselage surface for corrosion and cracking behind the external adapter plate of the antennae installation, and repair if necessary. This AD was prompted by a report of a crack found behind the external adapter plate of the antennae during inspection. Similar cracking was found on two additional airplanes, and extensive corrosion was found on one airplane. We are issuing this AD to detect and correct corrosion and cracking behind the external adapter plate of the antennae of certain damage-tolerant structure, which could result in reduced structural integrity and consequent rapid depressurization of the airplane.
59-10-08: 59-10-08 PIPER: Applies to Models PA-18, PA-18A, PA-20 and PA-22, Aircraft. Compliance required not later than July 15, 1959, for Models PA-18, PA-18A, and PA- 22, and not later than November 30, 1959, for the Model PA-20. Recent occurrences have revealed improper compliance with AD 56-26-02 (Canceled March 24, 1958). Therefore, the tank vents drilled into the gas tank cap must be checked as follows: Insert a 0.030-inch diameter wire into the holes at the bottom of the cap. If the holes are properly drilled the wire can be inserted over 3/4 inch until it hits the inside top of the cap. If the holes are not properly drilled the wire will hit the baffle and only enter approximately 1/4 inch. Also, if the cap has one hole drilled and is marked with an "X" adjacent to the hole, and the cap rattles when shaken, a loose internal rivet is indicated. If either of the latter conditions exist, the following must be accomplished: Rework the fuel tank caps by drilling two additional 0.067 holes 1/4 inch from the existing center hole. Drill through bottom part of cap and baffle only. Check these newly drilled holes with the 0.030-inch diameter wire as outlined above. (This airworthiness directive supplements Piper Service Bulletin No. 148A dated May 29, 1957. The drawings included in this bulletin may be referred to as a guide in reworking the fuel tank caps.)