Results
2014-05-31: We are superseding Airworthiness Directive (AD) 2008-08-25 that applied to certain The Boeing Company Model 747-400 and 747-400F series airplanes. AD 2008-08-25 required installing drains and drain tubes to eliminate water accumulation in the drip shield above the M826 cardfile in the main equipment center. This new AD requires installing modified drain tubes, relocating wire bundle routing, installing a new drip shield and drip shield deflectors, and replacing insulation blankets. For certain airplanes, this new AD also concurrently requires sealing the drain slot, installing spuds, and installing drain tubes. This AD was prompted by reports of continued water damage to diode fire card 285U0072-1 in the M826 automatic fire overheat logic test system cardfile following a false FWD CARGO FIRE message, with no change in frequency, which resulted in an air turn back. We are issuing this AD to prevent water from exiting over the edge of the existing drip shield and contaminating electrical components in the M826 cardfile, which could result in an electrical short and potential loss of several functions essential for safe flight.
2014-06-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 and 747-8F series airplanes powered by certain General Electric (GE) engines. This AD requires removing certain defective software and installing new, improved software. This AD was prompted by a determination that the existing electronic engine control (EEC) software logic can prevent stowage of the thrust reversers (TRs) during certain circumstances, which could cause the TRs to move back to the deployed position. We are issuing this AD to prevent in-flight deployment of one or more TRs due to loss of the TR auto restow function, which could result in inadequate climb performance at an altitude insufficient for recovery, and consequent uncontrolled flight into terrain.
74-18-09: 74-18-09 BOEING: Amendment 39-1947. Applies to all Model 727 Series Airplanes, certificated in all categories. \n\n\tCompliance required as indicated unless already accomplished. \n\tTo prevent failure of the nose and main landing gear actuator aluminum feeder tubes which could prevent complete extension of the landing gear and the possible loss of aircraft control during landing roll, inspect or replace, as necessary, the nose landing gear actuator aluminum feeder tube P/N 69-14198-1, and each main landing gear actuator aluminum feeder tube P/N 65- 17971-1, in accordance with the following: \n\tPART I - COMPLIANCE TIME DETERMINATION \n\tA.\tApplies to all main landing gear actuator assemblies listed in Boeing Service Bulletin 727-32-218 having a P/N 65-17971-1 aluminum feeder tube which have not been overhauled or disassembled since new. \n\t\tInspect or replace, as applicable, in accordance with PART II (A), (B), (C), or (D) of this AD before a total of 12,000 landings, or within the next 3,000 landings after the effective date of this AD, whichever comes last. \n\tB.\tApplies to all main landing gear actuator assemblies listed in Boeing Service Bulletin 727-32-218 having a P/N 65-17971-1 aluminum feeder tube which have been overhauled or disassembled. Inspect or replace, as applicable, in accordance with PART II (A), (B), (C), or (D) of this AD within the number of landings specified in the following schedule: \n\n\tOVERHAULED UNITS \n\tFor Actuators with up to 20,000 landings total \n\tWithin next 2,500 landings from effective date of this AD; \n\tFor Actuators above 20,000 and 23,000 landings total \n\tWithin next 2,000 landings from effective date of AD, or a total of 24,500 \n\tlandings, whichever comes first; \n\tFor Actuators above 23,000 landings total \n\tWithin next 1,500 landings from effective date of AD. \n\n\t\tC.\tApplies to all nose landing gear actuator assemblies listed in Boeing Service Bulletin 727-32-218 having a P/N 69-14198-1 aluminum feeder tube. \n\t\tInspect or replace, as applicable, in accordance with PART II (A), (B), (C), or (D) of this AD within the number of landings listed in the following schedule: \n\nTotal No. of Landings on Nose\t Compliance Required Within Landing Gear Actuator\t Next No. of Landings after Feeder Tubes \tEffective date of AD\t 0 - 8,000\t 14,000 8,000 - 14,000\t 8,000 14,000 - 18,000\t\t\t\t 5,000 More than 18,000\t 4,000D.\tApplies to nose landing gear actuator assemblies with aluminum feeder tubes, P/N 69-14198-1, and main landing gear actuators with aluminum feeder tubes, P/N 65-17971-1, which have been inspected or replaced in accordance with PART II (A) or (B) of this AD, as applicable. \n\t\t(1)\tInspect nose landing gear and main landing gear actuator feeder tubes at periodic intervals not to exceed 1,000 landings, in accordance with PART II (A) of this AD; or \n\t\t(2)\tReplace nose landing gear and main landing gear actuator feeder tubes within 1,000 landings in accordance with PART II (B), (C), or (D) of this AD.\n \tE.\tApplies to nose landing gear actuator assemblies with new aluminum feeder tubes, P/N 69-14198-1, and main landing gear actuators with new aluminum feeder tubes, P/N 65- 17971-1, which were installed in accordance with the installation instructions contained in Boeing Service Bulletin 727-32-218 (issued on March 15, 1974): \n\t\t(1)\tInspect or replace main landing gear actuator feedertubes within a total of 14,000 landings in accordance with PART II (A), (B), (C), or (D) of this AD; and \n\t\t(2)\tInspect or replace nose landing gear actuator feeder tubes within a total of 18,000 landings, in accordance with PART II (A), (B), (C), or (D) of this AD. \n\tF.\tFor the purpose of complying with this AD, the total number of landings on an actuator (feeder tube) may be determined by actual count or, subject to approval by the assigned FAA maintenance inspector, by dividing the airplane time in service on which the actuator is installed by the operator's fleet average time per flight. \n\tFor those operators who are unable to determine actuator landings since new, total aircraft landings on which they are installed may be used to determine total number of landings. \n\n\tPART II - COMPLIANCE METHODS \n\n\t(A)\tInspect for evidence of cracks in the area of the "O" ring groove and the areas around the multiple orifice holes in the necked down portions of the nose and main landing actuator feeder tube in accordance with Boeing Service Bulletin 727-32-218 (issued on March 15, 1974) or later FAA approved revisions, or by an equivalent inspection method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, FAA, Northwest Region, and then comply with PART I-D. If evidence of cracking is found, replace feeder tube in accordance with PART II (B), (C), or (D) of this AD; or \n\t(B)\tReplace the aluminum feeder tube, P/N 69-14198-1 (nose gear) and P/N 65-17971-1 (main gear) with a serviceable used aluminum feeder tube, as determined per PART II (A) of this AD, of the same part number in accordance with such Boeing Service Bulletin 727-32-218 or equivalent method and then comply with PART I-D of this AD as applicable; or \n\t(C)\tReplace the aluminum feeder tube, P/N 69-14198-1 (nose gear) and P/N 65-17971-1 (main gear) with a new aluminum feeder tube of the same part number in accordance with such Boeing Service Bulletin 727-32-218 or equivalent method and then comply with PART I-E of this AD as applicable; or \n\t(D)\tAs terminating action for this AD, replace the aluminum feeder tubes, P/N 69-14198- 1 (nose gear), and P/N 65-17971-1 (main gear) with steel feeder tubes, P/N 69-14198-2 (nose gear) and P/N 65-17971-2 (main gear) in accordance with such Boeing Service Bulletin 727-32- 218 or equivalent method. \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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way, Seattle, Washington.\n \n\tThis amendment becomes effective 30 days after publication in Federal Register.
2014-05-24: We are superseding Airworthiness Directive (AD) 84-19-01 for certain The Boeing Company Model 747-100, 747-200B, and 747-200F series airplanes. AD 84-19-01 required repetitive inspections for cracking of certain tension ties, and repair and certain modifications if necessary. This new AD requires, for certain airplanes, additional inspections for cracking of the tension tie at body station (BS) 760 or 780, corrective action if necessary, and eventual modification of the tension ties. For all airplanes, this new AD requires repetitive post- modification inspections for cracking of the tension tie at BS 760 or 780, and corrective action if necessary. This AD was prompted by reports of cracking in the BS 760 tension tie as a result of bending due to cabin pressurization. We are issuing this AD to detect and correct tension tie cracking, which could eventually result in in- flight depressurization of the airplane and the inability to withstand current regulatory failsafe loads.
2010-19-06: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Metallurgical non-conformities have been found when performing quality inspections during production of Arriel 1 gas generator (GG) second stage turbine discs introduced by Turbomeca Modification TU347 (P/N 0 292 25 040 0). Analysis has concluded that the approved life limit of the post-TU347 GG second stage turbine disc needs to be reduced to 2,500 GG cycles. We are issuing this AD to prevent failure of the gas generator second stage turbine disc which could result in the release of high energy debris and damage to the helicopter.
2014-06-01: We are adopting a new airworthiness directive (AD) for all M7 Aerospace LLC Models SA226-AT, SA226-T, SA226-T(B), SA226-TC, SA227-AC (C-26A), SA227-AT, SA227-BC (C-26A), SA227-CC, SA227-DC (C-26B), SA227- TT, SA26-AT, and SA26-T airplanes. This AD was [[Page 15658]] prompted by reports of airplanes with multiple fatigue cracks in the FS 69.31 front pressure bulkhead. This AD requires repetitively inspecting (visually) the FS 51.31 front pressure bulkhead on SA26 series airplanes and FS 69.31 front pressure bulkhead on SA226 and SA227 series airplanes for cracks, and repairing any cracked bulkhead; this AD also requires reporting certain inspection results to M7 Aerospace LLC. We are issuing this AD to correct the unsafe condition on these products.
2014-06-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 series airplanes. This AD was prompted by reports of auxiliary power unit (APU) faults due to power feeder cable chafing. This AD requires detailed inspections for damage of the APU power feeder cables; replacing the clamps and installing grommets; and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct chafing of the APU power feeder cables within a flammable fluid leakage zone, which, with arcing, could result in fire and structural damage.
2008-23-19: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757 airplanes. This AD requires sealing the fasteners on the front and rear spars inside the left and right main fuel tanks and on the rear spar and lower panel of the center fuel tank. This AD also requires inspections of the wire bundle support installations to verify if certain clamps are installed and if Teflon sleeving covers the wire bundles inside the left and right equipment cooling system bays, on the left and right rear spars, and on the left and right front spars; and corrective actions if necessary. This AD results from a fuel system review conducted by the manufacturer. We are issuing this AD to detect and correct improper wire bundle support installation and sleeving and to prevent improperly sealed fasteners in the main and center fuel tanks from becoming an ignition source, in the event of a fault current, which could result in a fuel tank explosion and consequent loss of the airplane.
2014-05-13: We are superseding Airworthiness Directive (AD) 2004-12-07 for certain The Boeing Company Model 757 series airplanes equipped with Rolls-Royce RB211 engines. AD 2004-12-07 required modification of the nacelle strut and wing structure; and for certain airplanes, repetitive detailed inspections of certain aft bulkhead fasteners for loose or missing fasteners, and corrective action if necessary. For certain other airplanes, AD 2004-12-07 required a one-time detailed inspection of the middle gusset of the inboard side load fitting for proper alignment, and realignment if necessary; a one-time eddy current inspection of certain fastener holes for cracking, and repair if necessary; and a detailed inspection of certain fasteners for loose or missing fasteners, and replacement with new fasteners if necessary. This new AD specifies a maximum compliance time limit. This AD was prompted by reports indicating that the actual operational loads applied to the nacelle are higher than the analytical loads that were used during the initial design. We are issuing this AD to prevent fatigue cracking in primary strut structure and consequent reduced structural integrity of the strut.
2014-05-12: We are superseding Airworthiness Directive (AD) 2010-15-08 for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2010-15-08 required repetitive inspections for discrepancies of each carriage spindle of the outboard mid-flaps; repetitive gap checks of the inboard and outboard carriages of the outboard mid-flaps to detect fractured carriage spindles; measuring to ensure that any new or serviceable carriage spindle meets minimum allowable diameter measurements taken at three locations; repetitive inspections, measurements, and overhaul of the carriage spindles; replacement of any carriage spindle when it has reached its maximum life limit; and corrective actions if necessary. This new AD requires reducing the life limit of the carriages, reducing the repetitive interval for certain inspections and gap checks for certain carriages. This new AD also adds an option, for certain replacements, of doing an inspection, and related investigativeand corrective actions if necessary. This AD was prompted by a report of failure of both flap carriages. We are issuing this AD to detect and correct cracked, corroded, or fractured carriage spindles, which could lead to severe flap asymmetry, and could result in reduced control or loss of controllability of the airplane.