Results
2006-11-13: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires replacing the battery packs of the emergency power assist system (EPAS) of the left and right non-overwing exit doors with new or modified battery packs. This AD results from intermittent failures of the EPAS battery pack found during testing, which are due to switch contamination, cam alignment problems, and inadequate self-test capability. We are issuing this AD to prevent failure of the EPAS, which could result in the inability to open the exit door during an emergency evacuation.
2000-04-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-200C series airplanes. This action requires repetitive inspections to detect cracking in the lower skin at the stringer 4R lap joint, and certain fuselage frames; and corrective actions, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. This amendment is prompted by a report of a fractured frame located at body station (BS) 480. The actions specified in this AD are intended to detect and correct cracking in certain frames, which, in conjunction with multiple site cracking in the lower skin of the lap joint, could result in failure of certain lap joints, and consequent rapid decompression of the airplane fuselage.
2006-11-08: The FAA is superseding an existing airworthiness directive (AD), which applies to certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ airplanes. That AD currently requires a one- time inspection to detect corrosion of the flap structure and machined ribs, corrective actions if necessary, and reprotection of the rib boss bores. This new AD requires a records review of the results of that inspection, and an additional inspection and related investigative/ corrective action if necessary. This AD results from the development of an improved inspection for corrosion in the subject area. We are issuing this AD to detect and correct corrosion in the flap structure and machined ribs, which could result in reduced structural integrity of the airplane.
46-41-03: 46-41-03 BELLANCA: (Was Mandatory Note 3 of AD-773-5.) Applies to Models 14-13, 14-13-2 Serial Numbers 1060 to 1065, Inclusive. Compliance required prior to November 15, 1946. Replace universal joints connecting the control wheel axle with the control system yoke with the "Apex UJ-402" universal joints furnished by the airplane manufacturer. (Bellanca Service Bulletin No. 3 covers this same subject.)
50-20-01: 50-20-01 CONTINENTAL: Applies to All Model C145 Engines, Serially Numbered 3000 to 5031 Inclusive, Except: Nos. 3612, 4650, 4652, 4654, 4671, 4676, 4679, 4683, 4690, 4710, 4855, 4889, 4904, 4996, 4997, 5002 Through 5021, 5023 Through 5029. Compliance required by June 1, 1950, and each 25-hour period of operation thereafter. To minimize possible engine operation difficulty due to crankcase and/or cylinder barrel failures, the following inspection procedure should be accomplished as indicated. (1) Visually inspect crankcase for cracks giving special attention to those areas around each cylinder base. This portion of the inspection need not be accomplished or new type crankcases (P/N 530836 and 530837) which are incorporated on all serially numbered engines above No. 4383, and on all engines overhauled by the manufacturer after September 1, 1949. This new type crankcase can be identified by throughbolts (extending through both halves of crankcase) located ahead of the frontcylinder and adjacent to nose oil seal. The old style crankcase (P/N 6642 and 6643) requiring inspection has studs at this location extending through one crankcase half only. (2) Visually inspect cylinder barrels for cracks at the base flange fillet. New flanged-typed cylinder base nuts, P/N 531001 and 531003 have been made available for service operation. This portion of the inspection may be discontinued upon accomplishing one additional 25-hour inspection including a torque check after installation of these new flanged nuts. During installation of new cylinder base nuts, special attention should be given to the removal of paint and burrs from the cylinder flange nut seat and to compliance with the engine manufacturer's torque limits of 500 plus or minus 10 inch-pounds for the 7/16 studs and through bolts, and 420 plus or minus 10 inch-pounds for 3/8 studs. Improperly torqued nuts are a major contributing factor to cylinder barrel, cylinder base studs, and crankcase failures. The engines exempted from this inspection, as indicated above, have had the new flanged nuts installed at the manufacturer's plant. Since small cracks are more easily detectable by oil leaks, it is recommended that each inspection include a run-up with a clean engine. (Continental Motors Corp. Service Bulletin No. M50-2 covers this same subject.) This supersedes AD 50-18-04.
2000-04-12: This amendment adopts a new airworthiness directive (AD) that applies to all aircraft (specifically balloons) that incorporate certain Cameron Balloons Ltd. (Thunder and Colt) titanium propane cylinders, part number (P/N) CB2380 and P/N CB2383. This AD requires that you remove from service any of the affected titanium propane cylinders and replace each affected cylinder with an FAA-approved airworthy propane cylinder. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent titanium propane cylinders from cracking and releasing propane gas vapor while the balloon is in service. This could result in a propane explosion and fire.
92-19-14: 92-19-14 MCDONNELL DOUGLAS: Amendment 39-8372. Docket No. 92-NM-84-AD. \n\n\tApplicability: Model MD-11 series airplanes, as listed in McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, and Revision 1, dated July 16, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent skin and doubler fatigue cracking, which could cause loss of fail safe capability of the tail pylon structure, accomplish the following: \n\n\t(a)\tFor Group I airplanes, as listed in McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, prior to the accumulation of 2,100 landings or within 60 days after the effective date of this AD, whichever occurs later, visually inspect to detect cracks on the tail pylon skin and interior doubler around the pressure relief door, and install either the interim or permanent modification, as specified in paragraphs (a)(1) and (a)(2) of this AD, in accordance with McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, or Revision 1, dated July 16, 1992. \n\n\t\t(1)\tIf no cracks are detected, prior to further flight, install either the interim modification, which consists of interim external doublers; or the permanent modification, which consists of internal doubler, frame, and stiffener. If the interim modification is installed, prior to the accumulation of 6,000 landings or within 60 days after the effective date of this AD, whichever occurs later, install the permanent modification (internal doubler, frame, and stiffener), in accordance with McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, or Revision 1, dated July 16, 1992. \n\n\t\t(2)\tIf cracks are detected, prior to further flight, install the permanent modification, which consists of external doublers, internal doubler, frame, and stiffener, in accordance with McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, or Revision 1, dated July 16, 1992. \n\n\t(b)\tFor Group II airplanes, as listed in McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, prior to the accumulation of 6,000 landings or within 60 days after the effective date of this AD, whichever occurs later, conduct a dye penetrant inspection for cracks of the tail pylon skin around the pressure relief door, in accordance with McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, or Revision 1, dated July 16, 1992. \n\n\t\t(1)\tIf no cracks are found, prior to further flight, install the permanent modification, which consists of an internal doubler, frame, and stiffener, in accordance with McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, or Revision 1, dated July 16, 1992. \n\n\t\t(2)\tIf cracks are detected, prior to further flight, install the permanent modification which consists of external doublers, internal doubler, frame, and stiffener, in accordance with McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992, or Revision 1, dated July 16, 1992. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe inspections and installation shall be done in accordance with McDonnell Douglas Service Bulletin 54-17, dated February 24, 1992; or McDonnell Douglas Service Bulletin 54-17, Revision 1, dated July 16, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on November 17, 1992.
47-49-10: 47-49-10 LOCKHEED: (Was Service Note 10 of AD-763-3.) Applies to All Model 49 Airplanes Which Are Equipped With Astrodomes During Pressurized Cabin Operations, Unless Permanently Sealed Off. (a) Prior to next flight, provide an internal cover plate for the astrodome opening fabricated of 3/16-inch 24ST aluminum alloy or equivalent, with provisions for installing this plate in the astrodome opening in the event of loss of the astrodome. (LAC Service Bulletin 49/SB-331 covers this same subject.) (b) Prior to the next flight, provide a navigator's safety harness with suitable attachments to the floor structure beneath the astrodome. (LAC Service Bulletin 49/SB-264 covers this same subject.) (c) Prior to next flight, install a placard adjacent to the astrodome opening, reading as follows: "Wear safety harness whenever using astrodome. Check security of harness attachment to floor after each installation". (d) Prior to each flight, closely inspect each astrodome for cracks, crazing or other defects, with particular attention given to area around radius adjacent to the flange. When any defects are found, the dome should be replaced at least before the next departure from a terminal base. (LAC Service Information Letter No. 101 covers the necessary inspection procedure.) (e) If new type laminated astrodome assembly and ring, LAC Parts 298679 and 298735, respectively, are installed with necessary seals and attachments, the requirements of parts (a), (b), and (c), may be disregarded. The preflight inspection called for in (d) should be continued. (LAC Service Bulletin 49/SB-324, revised April 30, 1947, covers installation of the new type astrodome and mounting ring.)
2006-11-01: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 B4-600R and A300 F4-600R series airplanes. That AD currently requires repetitive inspections for damage of the center tank fuel pumps and fuel pump canisters and replacement of any damaged parts, and mandates modification of the canisters of the center tank fuel pumps, which terminates the repetitive inspections. For certain airplanes, this new AD requires a one-time inspection of the attachment bolts of the outlet flange of the canisters of the center tank fuel pumps for bolts that are too short and do not protrude through the nut, and replacement of the bolts if necessary. This AD results from several reports that the attachment bolts for the canisters, modified by the requirements in the existing AD, are too short and do not fully protrude from the nuts. We are issuing this AD to prevent damage to the fuel pump and fuel pump canister, which could result in loss of flame trap capability and could provide a fuel ignition source in the center fuel tank. DATES: This AD becomes effective June 27, 2006. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of June 27, 2006. On December 20, 2004 (69 FR 65528, November 15, 2004), the Director of the Federal Register approved the incorporation by reference of certain publications. On February 8, 2000 (65 FR 213, January 4, 2000), the Director of the Federal Register approved the incorporation by reference of a certain publication. On December 28, 1998 (63 FR 70639, December 22, 1998), the Director of the Federal Register approved the incorporation by reference of a certain publication.
2000-03-17: This amendment supersedes Airworthiness Directive (AD) 97-23-01, which currently requires the following on Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes that are equipped with a certain Simmonds-Precision pitch trim actuator or a certain Barber-Colman pitch trim actuator: repetitively measuring the freeplay of the pitch trim actuator and repetitively inspecting the actuator for rod slippage; immediately replacing any actuator if certain freeplay limitations are exceeded or rod slippage is evident; and eventually replacing the actuator regardless of the inspection results. This AD retains the actions of AD 97-23-01, and adds these requirements on airplanes with different design pitch trim actuators installed. This AD is the result of the manufacturer developing different design pitch trim actuators and the Federal Aviation Administration (FAA) determining that these actuators should be subject to the actions of AD 97-23-01. The actions specified by this AD are intended to detect excessive freeplay or rod slippage in the pitch trim actuator, which, if not detected and corrected, could result in pitch trim actuator failure and possible loss of control of the airplane.