Results
2003-21-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330-301, -321, -322, -341, and -342 airplanes. This action requires modifying the rear fuselage to reinforce a certain frame segment. This action is necessary to prevent fatigue cracking of the rear fuselage, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
94-22-07: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-8-70 series airplanes, that currently requires replacement of all attachment screws at the exhaust nozzle plug splice, and a check of nut plates for running torque and replacement of nut plates, if necessary. This amendment requires modification of the engine exhaust plug assemblies as terminating action for the currently required replacement and check. This amendment is prompted by reports of loose or missing attachments at the splice joint of the engine forward and aft exhaust plugs, and loss of the rear exhaust plug following an engine bird strike. The actions specified by this AD are intended to prevent reduced integrity of the engine exhaust plug installation, which may lead to separation of exhaust plugs from the airplane, and create a hazard to persons and property on the ground.
81-18-06: 81-18-06 FAIRCHILD: Amendment 39-4202. Applies to Model C-119 series airplanes certificated in all categories under various type certificates including, but not limited to Pacific International Foods, Inc., A6NW, William Waara, A32CE, Starbird, Inc., A5NW, Aero Union Corporation, A21WE, Hawkins and Powers, Inc., A24WE. Compliance required as indicated, unless already accomplished. To prevent possible wing failure due to loads induced by a free aileron, accomplish the following: (a) Within 100 hours' time in service or within 60 days from the effective date of this AD, whichever occurs earlier, conduct inspections of the inboard and outboard aileron, aileron control system, and all aileron attachment fittings of the outer wing panel using the applicable inspection instructions of Section III Wing Group and Section X Control Systems Group of USAF Technical Order T.O. 1C-119G-36 and additional inspection procedures given below. (b) Remove the left and right handinboard and outboard ailerons and inspect for evidence of cracks, corrosion, pitting; loose, distorted or corroded fasteners; excessive wear and elongated holes in accordance with the visual, dye penetrant and X-ray procedures of TO.O 1C-119G-36, paragraphs 3-25 through 3-36. (c) Inspect the aileron flight control linkage in the left and right hand wing outer panel for evidence of cracks, corrosion, pitting; loose, distorted or corroded fasteners; excessive wear and elongated holes in accordance with visual, magnetic and dye penetrant procedures of T.O. 1C-119G-36, paragraphs 10-11 through 10-14, with the following exceptions for the bellcrank item C-30 of T.O. 1C-119G-36. (1) Remove the left and right hand inboard aileron bellcrank assembly, P/N 110-727202-21 and P/N 110-727202-22, indicated as item C-30 in T.O. 1C-119G-36, Figure 10-3, page 10-25. (2) Conduct a dye penetrant inspection in accordance with T.O. 1C-119G-36, paragraph 10-14(c)(2), after removal ofthe bushings and bearings. Particular attention should be directed to the exterior and interior surfaces of the central hub of the bellcrank. (d) Using a 10X magnifier, inspect the truss support assembly which is attached to the upper and lower rear wing spar cap and inner aileron bellcrank inter-rib support bracket in left and right outer wing panels for evidence of corrosion, cracks or loss of structural integrity caused by erosion of tubular wall thickness. NOTE: Part numbers found on some C-119 model aircraft are P/N 78-135106-0005R and P/N 78-135106-0008L. (e) If any cracks, corrosion, pitting; loose, distorted or corroded fasteners; excessive wear or elongated holes are detected during the inspections, repair in accordance with T.O. 1C-119B-3 or replace with like serviceable part in accordance with the procedures of the applicable paragraphs in T.O. 1C-119G-36, prior to further flight. (f) Prior to return to service, after accomplishing other inspectionsrequired by this AD, conduct a balance inspection of all four ailerons per procedures specified in the applicable maintenance instructions. Any out-of-limit condition must be corrected prior to further flight. (g) Repeat the inspections required by paragraph (c), (d) and (f) of this AD at intervals not to exceed 3000 hours' time in service or one (1) year from the last such inspection, whichever occurs earlier. (h) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. (i) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. (j) The 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 may obtain copies upon request to FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region Office. This amendment becomes effective September 10, 1981.
88-12-07: 88-12-07 BOEING: Amendment 39-5937. Applies to Model 757 series airplanes, listed in Boeing Service Bulletin 757-27-0079, Revision 1, dated June 25, 1987, certificated in any category. \n\n\tCompliance required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent binding in the aileron control system, accomplish the following: \n\n\tA.\tModify the aileron control system in accordance with Boeing Service Bulletin 757-27-0079, Revision 1, dated June 25, 1987. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comment and then send it to the Manager, Seattle Aircraft Certification Office. \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\tAll persons affected by this directive who have not already received the appropriate service 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 the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5937, becomes effective July 1, 1988.
2020-21-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS-365N2, AS 365N3, EC 155B, EC155B1, and SA-365N1 helicopters. This AD requires modifying the main gearbox (MGB) tail rotor (T/R) drive flange installation. \n\n((Page 63441)) \n\nThis AD was prompted by several reported occurrences of loss of tightening torque of the Shur-Lok nut, which serves as a retainer of the T/R drive flange. The actions of this AD are intended to address an unsafe condition on these products.
2003-21-02: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas transport category airplanes, that requires an inspection to determine the material composition of the lower inboard auxiliary spar cap of the left and right wings. For certain airplanes, this AD also requires repetitive detailed and dye penetrant inspections for cracking of the spar cap, and corrective actions if necessary. This action is necessary to detect and correct stress corrosion cracking of the auxiliary spar cap, which could cause excessive loads to the structure attaching the support fitting of the main landing gear (MLG) to the wing, and result in loss of the MLG. This action is intended to address the identified unsafe condition.
81-15-02: 81-15-02 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4154. Applies to Models AS350B, AS350C, AS350D, and AS350D-1 helicopters equipped with Air Cruisers' emergency flotation gear Model D24724 in accordance with STC SH2825SW (AS350C, AS350D, AS350D-1) or SH4032SW (AS350B), certificated in all categories (Airworthiness Docket No. 81-ASW-30). Compliance required as indicated. To prevent possible failure of the emergency float gear mounting brackets, P/N D16532- 2, D16625-3, and D16625-4, due to fatigue cracks, accomplish the following within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. a. Conduct a dimensional inspection of the four float mounting brackets, in accordance with Figure 1 of Aerospatiale Helicopter Corp. Service Bulletin No. SB350-13, dated May 22, 1981, to determine which part number brackets are installed. b. If machined brackets, P/N D16532-1, D16625-1, and D16625-2 are installed, no further action is necessary. c. If cast brackets, P/N D16532-2, D16625-3, and D16625-4, are installed, remove and replace with machined brackets, P/N D16532-1, D16625-1, and D16625-2. d. The helicopter may be flown in accordance with FAR 21.197 to a base where the inspection can be performed. This amendment becomes effective August 7, 1981.
65-13-01: 65-13-01 BOEING: Amdt. 39-81 Part 39 Federal Register June 15, 1965. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tService experience has shown the need for certain modifications in the horizontal stabilizer trim control and position warning systems. Accordingly, accomplish the following: \n\n\t(a) Within 3,000 hours' time in service after the effective date of this AD: \n\n\t\t(1) On Models 707 and 720 Series airplanes listed in Boeing Service Bulletin No. 1699(R-1)B, modify stabilizer trim green band rigging and limit in accordance with Boeing Service Bulletin No. 1699 (R-1)B, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2) On Model 707 Series airplanes listed in Boeing Service Bulletin No. 1990, modify stabilizer trim electrical limit in accordance with Boeing Service Bulletin No. 1990, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b) Within 5,000 hours' time in service after the effective date of this AD: \n\n\t\t(1) On all Models 707 and 720 Series airplanes, modify stabilizer trim actuator moisture control in accordance with Boeing Service Bulletins Nos. 1854 and 1854A, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2) On all Models 707 and 720 Series airplanes, modify actuator assembly secondary brake in accordance with Boeing Service Bulletin No. 1946(R-1), or later FAA- approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective July 15, 1965. \n\n\tRevised August 14, 1965. \n\n\tRevised October 20, 1965.
80-22-08: 80-22-08 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3955. Applies to Model AS 350 Series helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the tail rotor transmission and deterioration of the tail rotor flapping hinge bearings, which could result in loss of directional control of the helicopter, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD - (1) Modify the tail rotor drive shaft assembly by incorporating Aerospatiale Modification No. AMS 350A-07-6519, or an FAA-approved equivalent. (2) Modify the tail rotor transmission, P/N 350A-33-0006-03, by incorporating Aerospatiale Modification No. AMS 07-8519, or an FAA-approved equivalent. (3) Incorporate paragraph 2.D, "Operating Instructions," of Aerospatiale Service Bulletin 65.13, dated November 6, 1979, or an FAA-approved equivalent, and Aerospatiale Work Card 05.23.203, page 1, dated October 1979, page 2, dated November 1979, page 3, dated November 1978, and page 4, dated November 1979, or an FAA-approved equivalent, into the helicopter maintenance manual, and perform the last flight of the day checks accordingly. (b) For helicopters not modified in accordance with Aerospatiale Modification Nos. AMS 350A-07-6519 and AMS 07-8519 - (1) Before further flight, except that the helicopter may be flown in accordance with FAR Section 21.197 to a base where these inspections can be performed, and thereafter following the last flight of each day: (i) Inspect the tail rotor flapping hinge bearings, P/N 704A.33.633.038, to determine the out of flush dimension "M" of the bearing inner to outer bushing in accordance with Work Card 65.40.605, dated October 1979, of the maintenance manual, or an FAA-approved equivalent. (ii) Inspect the tail rotor transmission, P/N 350A-33-0006-03, for evidence of oil leaks andcracks. (2) If as a result of the determination required in paragraph (b)(1)(i) of this AD, dimension "M" is found to be less than 0.04 inches/1 millimeter, or more than 0.08 inches/2 millimeters, before further flight, replace the laminated bearing, P/N 704A-33-633-038, with a new or serviceable bearing of the same P/N, and continue the repetitive inspections of paragraph (b)(1)(i) of this AD. (3) If as a result of the determination required in paragraph (b)(1)(i) of this AD, dimension "M" is found to be greater than 0.04 inches/1 millimeter but less than 0.08 inches/2 millimeters, return the helicopter to service and repeat the inspections required in paragraphs (b)(1)(i) of this AD. (4) If as a result of the determination required in paragraph (b)(1)(ii) of this AD, evidence of an oil leak, or cracking is found, replace the tail rotor transmission, P/N 350A- 33-0006-03, with a serviceable tail rotor transmission which has Aerospatiale Modification AMS 07-8519 incorporated, and discontinue the repetitive inspection of paragraph (b)(1)(ii) of this AD. (c) For all tail rotor transmissions held as spares and not already modified, install Aerospatiale Modification No. AMS 07-8519, or an FAA-approved equivalent, before installation of the tail rotor transmission on the helicopter. (d) If an equivalent means of compliance is used in complying with paragraphs (a), (b), or (c) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: 1. Aerospatiale AS 350 Service Bulletin No. 65-08, revision 1, dated August 13, 1979, refers to the same subject as paragraphs (a)(2) and (c) of this AD. 2. Aerospatiale AS 350 Service Bulletin No. 65-13, dated November 6, 1979, refers to the same subject as paragraphs (a)(1), and (b)(1) of this AD. This amendment becomes effective October 23, 1980 as to all persons except those persons to whom it was made immediately effective by telegraphic AD T79EU19, issued November 30, 1979, which contained this amendment.
94-20-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires replacement of the thrust reverser flow restrictor devices with one-way (check) valve restrictors. This amendment is prompted by reports of actuator piston seal leakage found during actuator overhaul on certain Model 747-400 series airplanes. The actions specified by this AD are intended to prevent possible deployment of a thrust reverser in flight and subsequent reduced controllability of the airplane.