Results
98-09-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 1900D airplanes (formerly known as Beech Aircraft Corporation Model 1900D airplanes). This AD requires inspecting and repairing the radio switching panel relay printed circuit board (PCB) and the nose avionics wire harnesses, and replacing the existing A017 component PCB with a new A017 component PCB that has internal overcurrent protection fuses. Several reported incidents of lost use of the pilot/co-pilot intercom system, VHF communication system, and public address system while in flight prompted this action. The actions specified by this AD are intended to prevent the loss of the pilot and co-pilot intercom, VHF communications, and passenger address system, which could result in loss of all communication during critical phases of flight.
98-09-17: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747-200F and -200C series airplanes. This action requires repetitive inspections or a one-time inspection to detect cracking of certain areas of the upper deck floor beams; and corrective actions, if necessary. This amendment is prompted by reports indicating that fatigue cracks were found in the upper chord and web of upper deck floor beams. The actions specified in this AD are intended to prevent such fatigue cracking and the resultant failure of such floor beams. Failure of the floor beam could result in damage to critical flight control cables and wire bundles that pass through the floor beam, and consequent reduced controllability of the airplane; failure of the floor beam also could result in the failure of the adjacent fuselage frames and skin, and consequent rapid decompression of the airplane.
2005-20-29: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 300, 747SP, and 747SR series airplanes. This AD requires repetitive inspections to detect cracks in various areas of the upper deck floor beams, and repair if necessary. This AD results from fatigue testing that revealed severed upper chords of the upper deck floor beams due to fatigue cracking. We are issuing this AD to detect and correct cracking in the upper chords of the upper deck floor beams. Undetected cracking could result in large deflection or deformation of the upper deck floor beams, resulting in damage to wire bundles and control cables for the flight control system, and reduced controllability of the airplane. Multiple adjacent severed floor beams could result in rapid decompression of the airplane. \n\nDATES: This AD becomes effective November 16, 2005. \n\n\tThe Director of the Federal Register approved the incorporation by reference ofBoeing Service Bulletin 747-53A2349, Revision 2, dated April 3, 2003; and Boeing Alert Service Bulletin 747-53A2452, dated April 3, 2003; as of November 16, 2005. \n\n\tOn June 27, 2002 (67 FR 36081, May 23, 2002), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000. \n\n\tOn June 11, 1993 (58 FR 27927, May 12, 1993), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 747-53-2349, dated June 27, 1991.
60-06-03: 60-06-03 BRANTLY: Amdt. 112 Part 507 Federal Register March 10, 1960. Applies to all Brantly B-2 helicopters Serial Numbers 1 through 29 with tail rotor guard upper fitting, P/N B2-416-2 installed. Compliance required within the next 10 hours' time in service and at each 10 hours' time in service thereafter. A fatigue crack has been found around the forward end of the weld joining the tail rotor guard to the sheet metal bracket at the upper tail rotor gear box. To preclude the possibility of the tail rotor loss because of entanglement with the tail rotor guard, the following shall be accomplished: (a) Remove paint in the area of the weld joining the upper guard fitting P/N B2-416- 2 and the tail rotor guard P/N B2-416-3 and inspect the weld area for cracks using a dye penetrant method or equivalent. (b) If a crack is found the defective parts must be replaced or repaired prior to further flight. The fitting may be repaired by stop drilling the crack and adding a reinforcing plate of 0.035 inch by 1 inch by 1 inch SAE 4130 steel over the crack, welding all four edges to P/N B2- 416-2. The reinforcing plate may be located under the head of the screw attaching the guard fitting to the tail rotor gear box, provided the plate is drilled for this screw and extends completely under the screw head. (c) When an improved upper fitting as specified in Brantly Service Bulletin No. 1 is incorporated, the provisions of this directive no longer apply.
2002-09-04: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron, Inc. (BHTI) Model 205A, 205A-1, 205B, 212, 412, 412EP, and 412CF helicopters, that requires inspecting each affected tail rotor blade forward tip weight retention block (tip block) and the aft tip closure (tip closure) for adhesive bond voids, and removing any tail rotor blade with an excessive void from service. This AD also requires modifying certain tail rotor blades by installing shear pins and tip closure rivets. This amendment is prompted by five occurrences of missing tip blocks or tip closures resulting in minor to substantial damage. The actions specified by this AD are intended to prevent loss of a tip block or tip closure, loss of a tail rotor blade, and subsequent loss of control of the helicopter.
98-05-06: This action confirms the effective date of Airworthiness Directive (AD) 98-05-06, which applies to Pilatus Aircraft Ltd. (Pilatus) Model PC-12 airplanes. AD 98-05-06 requires inspecting the elevator for incorrect rivet lengths and installing new rivets if incorrect rivet lengths are found. This AD also requires inspecting the elevator to assure that an excessive gap (more than .004 inches or .1 millimeters (mm)) does not exist in the rivet shanks, and installing a shim between the rib and skin to fill any excessive gap. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified in this AD are intended to prevent fatigue damage to the elevator, which could result in structural failure and eventual loss of control of the airplane.
60-23-02: 60-23-02 CURTISS-WRIGHT: Amdt. 217 Part 507 Federal Register November 4, 1960. Applies to all C-46 Series aircraft. Compliance required as indicated. As a result of recent inspections of C-46 aircraft, unapproved inspection openings approximately 3 inches by 5 inches have been found in the wing rear spar web at the inboard flap actuator. (a) Prior to further flight visually inspect rear face of rear spar web at flap actuators by extending flap. (b) Cargo aircraft found to have unapproved openings in the rear spar web must have an approved repair accomplished within not more than 25 flight hours. Pending accomplishment of an approved repair the inspection in paragraph (a) must be accomplished after each landing and further flight not authorized if cracks or other damage are found. (c) Passenger aircraft found to have unapproved openings in the rear spar web must have an approved repair accomplished before next flight with passengers. Special flight permits maybe obtained for the purpose of permitting aircraft to be ferried to a base where repairs can be made. This airworthiness directive sent by telegram to all known air carrier operators of Curtiss- Wright C-46 Series aircraft on October 21, 1960. Effective on date of publication in the Federal Register to all persons not receiving telegram of October 21, 1960.
2002-09-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and MD-88 airplanes. This AD requires an inspection to verify proper installation of the support clamp of the alternating current (AC) power relay feeder cables at the aft inboard side of the electrical power center, and corrective actions, if necessary. This action is necessary to prevent the AC power relay feeder cables from chafing against the aft inboard side of the electrical power center due to improper installation, which could result in electrical arcing and damage to adjacent structures, and consequent smoke and/or fire in the electrical power center area. This action is intended to address the identified unsafe condition.
64-05-05: 64-05-05 PRATT & WHITNEY: Amdt. 691 Part 507 Federal Register February 27, 1964. Applies to All JT3C-7, JT3C-12, and JT3D Series Turbofan Engines, and JT4A Series Turbojet Engines. Compliance required as indicated. To preclude severe engine damage as the result of the engine fuel control throttle valve packing leakage, accomplish the following on all Hamilton Standard JFC25 engine fuel controls incorporating aluminum throttle valve assemblies. (a) For throttle valve assemblies previously overhaul by the procedure described in (d) or engine fuel controls Serial Numbers 34550 and up, overhaul in accordance with (d) at every engine fuel control overhaul. (b) For throttle valve assemblies previously overhauled with low burnish finish or unknown burnish finish packings P/N's 562026-28 and -29 and with the following new aluminum parts: throttle valve piston, throttle valve rod and throttle valve lower cylinder, overhaul in accordance with (d) as follows: (1) Overhaul throttle valve assemblies with 2,500 or more hours' time in service since last throttle valve assemblies overhaul or since new, within the next 100 hours' time in service after the effective date of this AD and at every engine fuel control overhaul thereafter. (2) Overhaul throttle valve assemblies with less than 2,500 hours' time in service since last throttle valve assembly overhaul or since new, prior to the accumulation of 2,600 hours' time in service since last throttle valve assembly overhaul or since new and at every engine fuel control overhaul thereafter. (c) For throttle valve assemblies previously overhauled with low burnish, unknown burnish finish or high burnish finish packings, P/N's 562026-28 and -29 and any of the following used aluminum parts: throttle valve piston, throttle valve rod and throttle valve lower cylinder, overhaul in accordance with (d) as follows: (1) Overhaul throttle valve assemblies with 1,100 or more hours' time in service since last throttle valve assemblies overhaul, within the next 100 hours' time in service after the effective date of this AD and every engine fuel control overhaul thereafter. (2) Overhaul throttle valve assemblies with less than 1,100 hours' time in service since last throttle valve assembly overhaul prior to the accumulation of 1,200 hours' time in service since last throttle valve assembly overhaul and at every engine fuel control overhaul thereafter. (d) Replace the packings P/N's 562026-28 and -29 with new high burnish finish packings, P/N's 562026-28 and -29. In addition, replace the aluminum throttle valve piston, throttle valve rod, and throttle valve lower cylinder with a new aluminum throttle valve piston, throttle valve rod, and throttle valve lower cylinder. Conduct a complete fuel control calibration after incorporation of the new parts. (e) Upon the request of the operator an FAA maintenance inspector, subject to prior approval of the Chief, Engineering andManufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft telegraphic messages dated August 5 and 27, and October 30, 1963, to all JT3C-7, JT3C-12, JT3D Series, and JT4A Series operators cover this same subject.) This directive effective February 27, 1964.
98-08-29: This amendment adopts a new airworthiness directive (AD) that applies to certain Alexander Schleicher Segelflugzeugbau (Alexander Schleicher) Model ASK 21 sailplanes. This AD requires removing certain pages from the sailplane flight manual and replacing these pages with new pages having different information regarding spin and stall recovery. This action is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent operators from using inaccurate stall and spin recovery information provided in the sailplane flight manual (SFM), which could result in the inability to recover from a spin or stall during flight.
2017-11-10: We are adopting a new airworthiness directive (AD) for all Lycoming TIO-540-AJ1A reciprocating engines. This AD requires initial and repetitive inspections of engine exhaust system weld joints and torque checking the exhaust pipe flange mounting nuts. This AD was prompted by several reports of engine exhaust leaks. We are [[Page 26983]] issuing this AD to correct the unsafe condition on these products.
2017-10-25: We are adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) model Spey 506-14A, Spey 555- 15, Spey 555-15H, Spey 555-15N, and Spey 555-15P turbofan engines. This AD requires reducing the maximum approved life limits for certain high- pressure compressor (HPC) stage 12 rotor disks. We are issuing this AD to correct the unsafe condition on these products.
98-08-24: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes, and C-9 (military) airplanes, that requires a one-time visual inspection to determine if all corners of the forward lower cargo doorjamb have been previously modified. This amendment also requires low frequency eddy current inspections to detect cracks of the fuselage skin and doubler at all corners of the forward lower cargo doorjamb, various follow-on repetitive inspections, and modification, if necessary. This amendment is prompted by fatigue cracks found in the fuselage skin and doubler at the corners of the forward lower cargo doorjamb. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
98-08-19: This amendment adopts a new airworthiness directive (AD) that applies to all Twin Commander Aircraft Corporation (Twin Commander) 500, 600, and 700 series airplanes. This AD requires installing access holes in both wing leading edges and repetitively inspecting the forward attach brackets and straps for cracks. Reports of cracks in the wing to fuselage attachment brackets and straps, wing station (WS) 24, and fuselage frames prompted this action. The actions specified by this AD are intended to detect cracks at the wing to fuselage attach points, which, if not detected and corrected, could cause structural failure and loss of control of the airplane.
80-12-06: 80-12-06 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3788. Applies to Models N22B (Serial Nos. N22B-5 and up) and N24A (Serial Nos. N24-42 and up), certificated in all categories. Compliance required as indicated. To ensure fastener integrity and prevent possible loss of structural rigidity and strength of primary airframe structure, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD, unless already accomplished, replace existing AGS-2050 rivets in the wing, rudder, aileron, flap and landing gear pod structures with improved structural rivets in accordance with the instructions contained in GAF Nomad Service Bulletin No. NMD-51-1 dated November 30, 1979, or an FAA- approved equivalent. (b) Aircraft may be flown in accordance with FAR 21.197 and FAR 21.199 to a location where the modification can be accomplished. (c) For purposes of complying with this AD, an FAA-approved equivalent must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. NOTE: All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request from the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne, 3207 Vic., Australia. These documents may also be examined at the FAA, Engineering and Manufacturing District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, and Rules Docket, Room 916, FAA, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective June 16, 1980.
2017-08-08: We are adopting a new airworthiness directive (AD) for certain CFE Company (CFE) turbofan engines. This AD was prompted by a quality escape for high-pressure compressor (HPC) impellers made from forgings with nonconforming material grain size. This AD requires removal of the HPC impeller. We are issuing this AD to correct the unsafe condition on these products.
2005-20-16: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-100, -200, and -200C series airplanes. This AD requires a one-time detailed inspection for cracking of the lugs of the inboard attach fittings of the wing leading edge slat tracks at slat numbers 2 and 5; prior or concurrent actions for certain airplanes; repetitive high-frequency eddy current (HFEC) inspections for cracking of the lug surfaces of those inboard attach fittings if necessary; and replacement of the attach fittings with new, improved fittings. This AD results from reports of damage to the lugs of certain inboard attach fittings of the leading edge slat tracks. We are issuing this AD to prevent a lifted slat, which, if the airplane performs any non-normal maneuver during takeoff or landing at very high angles of attack, could lead to the loss of the slat and reduced control of the airplane.
98-08-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-100, -200, and -300 series airplanes. This action requires repetitive detailed visual and/or borescope inspections to detect discrepancies of certain areas of the wing strut. This amendment also provides for an optional terminating action for the repetitive inspections. This amendment is prompted by reports that fatigue cracking was found in the vertical chords, midspar webs, and canted closure webs. The actions specified in this AD are intended to detect and correct fatigue cracking and stress corrosion of the wing strut, which could result in failure of the strut-to-wing interface, and consequent separation of the engine and strut from the airplane.
80-05-03: 80-05-03 MCDONNELL DOUGLAS: Amendment 39-3705. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50 series, and C-9, C-9A, and VC-9 airplanes certificated in all categories, having the cabin aft pressure bulkhead fitted with a ventral door. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent elevator control cable binding resulting from interference with insulation blanket material, accomplish the following: \n\n\t(a)\tWithin the next 200 hours' time in service from the effective date of this AD, and thereafter at intervals not to exceed 200 hours' time in service since the last inspection, visually inspect the insulation blanket located in the aft entrance stairway area, left side, (looking forward), for security and to establish that there is no interference with the elevator control cable or pulley identified in Part 2 of McDonnell Douglas Service Bulletin 25-222, Revision 1, dated November 6, 1979. \n\n\t(b)\tIf evidence of insulation blanket sagging and/or interference with the elevator control cables or pulley is detected, rework the blanket as shown in Service Bulletin 25-222, Revision 1, dated November 6, 1979, prior to return to service. \n\n\t(c)\tThe repetitive inspection of paragraph (a) may be discontinued after accomplishment of the insulation blanket rework per paragraph (b) of this AD. \n\n\t(d)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\tThis amendment becomes effective March 10, 1980.
80-22-52: 80-22-52 MCDONNELL DOUGLAS: Amendment 39-4081. Applies to DC-9-80 series airplanes certificated in all categories with Walter Kidde fire extinguisher systems installed. Compliance required as prescribed in the body of this AD unless already accomplished. To prevent the loss of fire fighting capability due to failure of the fire extinguisher cartridge P/N 876296-01E to discharge the fire extinguishing agent container, accomplish the following: \n\n\tA.\tWithin 24 hours following the effective date of this AD, inspect each cartridge installed in the engine and APU fire extinguishing systems. Identify date stamp and lot number located on the wrench flats of the cartridge. \n\n\t\t1.\tCartridges with date and lot number prior to calendar year 1980 (XX-80) are acceptable and need not be removed. Document inspection in Aircraft Log Book. No further action required. \n\n\t\t2.\tIf either date is calendar year 1980 (XX-80), remove the cartridge and inspect for part number. If the part numberindicated by rubber stamp on the inside shank is "01E," remove from service and dispose of in a proper manner. If the part is indicated as "D" on the shank or P/N 876296 (basic P/N), these cartridges may be reinstalled per maintenance procedures and returned to service. \n\n\tB.\tReplace defective cartridges with cartridges having acceptable part numbers. APU installation may be placarded inoperative if appropriate cartridges are not available. \n\n\tC.\tAll P/Ns 876296-01E should be removed from stock and properly disposed of or returned to vendor. \n\n\tD.\tSpecial flight permits may be issued in accordance with Sections 21.197 and 21.199 of Part 21 of the Federal Aviation Regulations to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\tE.\tAlternative means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. \n\n\tThis amendment becomes effective April 20, 1981, to all persons, except those to whom it was made immediately effective by telegram dated October 18, 1980.
2005-20-13: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 727 airplanes. This AD requires a one-time inspection of the lower lobe frames of body section 43 to find open holes between stringers 17L and 17R and to record their location; repetitive high frequency eddy current (HFEC) inspections for cracks of all open holes; and related investigative and corrective actions if necessary. This AD also includes an optional terminating action of installing rivets in all open tooling holes and all unused lining holes, which would terminate the repetitive open-hole HFEC inspections once a hole is plugged with a rivet. This AD results from reports of cracks at open tooling holes in the lower lobe frames of body section 43. We are issuing this AD to detect and correct cracks in the frames, which could result in cracks in the skin panels and rapid decompression of the airplane.
2017-11-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by several reports of nose wheel steering failures in service. This AD requires a part verification and replacement of certain steering manifolds. We are issuing this AD to address the unsafe condition on these products.
2017-11-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A318-111 and -112 airplanes; Model A319-111, -112, -113, - 114, and -115 airplanes; Model A320-211, -212, and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. This AD was prompted by reports of cracks in certain pivot fittings of a CFM56 engine's thrust reverser (T/R). This AD requires repetitive inspections for cracking and corrosion of certain pivot fittings of a CFM56 engine's T/R, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
78-23-14 R1: 78-23-14 R1 LET BLANIK: Amendment 38-3349 as amended by Amendment 39-4894. Applies to Model L-13 gliders, Serial Numbers 170101 through 174730, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent tow release malfunction due to structural cracks at the attach point of the tow release system countershaft bracket, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, inspect the No. 1 bulkhead for cracks at the attach points of the tow release system countershaft brackets in accordance with Let Mandatory Bulletin No. L13/047 dated January 11, 1978, and Note 2 in Bulletin No. L13/047 (Supplement), dated April 1, 1978, or an equivalent procedure approved by the Manager, Aircraft Certification Staff, Europe, Africa and Middle East Office. (b) If cracks are found during inspection in accordance with paragraph (a) of this AD, before further flight: (1) Where cracks do not exceed 6 mm in length, repair and reinforce the No. 1 bulkhead in accordance with paragraph A, "Reinforcement of bulkhead No. 1" of Let Mandatory Bulletin No. L13/047 dated January 11, 1978, and Bulletin L13/047 (Supplement) dated April 1, 1978, or equivalent approved by the Manager, Aircraft Certification Staff, Europe, Africa and Middle East Office; or, (2) Where cracks exceed 6 mm in length, repair and reinforce the No. 1 bulkhead in accordance with the metal repair procedures, Section 3 of FAA Advisory Circular 43.13-1A, or equivalent approved by the Manager, Aircraft Certification Staff, Europe, Africa, and Middle East Office. (c) If no cracks are found during the inspection required by paragraph (a) of this AD, within the next 100 hours time in service after the effective date of this AD, reinspect, repair, and reinforce the No. 1 bulkhead as follows: (1) If no cracks have developed, in accordance with the method specified in paragraph (b)(1) ofthis AD; or (2) If cracks have developed, in accordance with the applicable method specified in paragraph (b) of this AD. Amendment 38-3349 became effective November 27, 1978. This Amendment 39-4894 becomes effective August 17, 1984.
2005-20-09: The FAA is adopting a new airworthiness directive (AD) for certain BAE Systems (Operations) Limited Model ATP airplanes. This AD requires doing an inspection of each bolt attaching the aft isolators to both engine subframes and replacing bolts if necessary. This AD results from reports of failures of the bolts attaching the aft isolators to the engine subframe. We are issuing this AD to prevent failure of the bolts attaching the aft isolators to the engine subframe, which may result in an engine separating from the airplane.