Results
69-16-05: 69-16-05 ALLISON: Amdt. 39-829. Applies to Model 250-C18 engines installed in Bell Model 206A Helicopters. Compliance: Required as indicated. To detect incipient engine failure, accomplish the following: A) Effective immediately upon receipt of this Airworthiness Directive, inspect the lower gear box and the oil outlet magnetic plugs on a daily basis as described in Allison Commercial Service Letter 250 CSL No. 6, dated January 12, 1967. This inspection shall be performed at time intervals not to exceed five (5) hours' time in service. B) On or before November 3, 1969, install a visual magnetic plug indicator as described in Bell Service Letter 206A-129, dated August 11, 1969, or later FAA approved revision or an equivalent installation approved by Chief, Engineering & Manufacturing Branch, FAA, Central Region. C) When the installation described in Paragraph B of this Airworthiness Directive has been accomplished, the inspections required by Paragraph A of this Airworthiness Directive will no longer be required. Effective August 13, 1969, revised August 30, 1969.
2000-13-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This AD requires repetitive detailed visual and ultrasonic inspections of the main landing gear (MLG) to detect fatigue cracks, and repair if necessary; replacement of certain nose landing gear (NLG) handwheel controllers and certain placards with new placards; installation of steering angle recording software; and corrective action for exceeding certain steering angles. This AD also requires an AFM revision to limit the nose wheel steering angle for pushback and towing and to limit the nose wheel steering for powered turns. 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 MLG failure due to fatigue cracking, which could result in reduced structural capability of the airplane and collapse of the MLG.
75-03-01: 75-03-01 BOEING: Amendment 39-2074 as amended by Amendment 39-2421 and 39-3502 is further amended by Amendment 39-3737. Applies to all Boeing Model 707-300, -300B, - 300C, and -400 series airplanes listed in Boeing Service Bulletin No. 3157, Revision 4, or later FAA approved revisions upon the accumulation of the following number of landings since new: \n\nModels\n707-300, -400\t13,000 or more landings \n707-300B\t8,000 or more landings\n707-300C\t8,000 or more landings \n\n\tCompliance required as indicated. \n\tTo detect cracks in the upper wing skin splice plate at W.S. 360, accomplish the following: \n\tA.\tWithin the next 50 landings, unless accomplished within the last 350 landings, and at intervals thereafter not to exceed 400 landings, inspect the upper wing splice plate at station 360 in accordance with (1), (2), or (3) below. Special attention should be focused in the area of stringer 11 as it is in the high stressed area of the splice plate. If cracks are found, repair priorto further flight in accordance with paragraph B below. \n\t\t(1)\tX-Ray inspect per Boeing Service Bulletin No. 3157, Revision 3 and visually inspect the splice plate by removing the aerodynamic sealant between the wing skins from front to rear spar. This inspection method is acceptable for only two successive inspections after the effective date of this amendment. \n\t\t(2)\tLow frequency eddy current inspect as specified in Boeing Service Bulletin No. 3157, Revision 7, or inspections approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(3)\tInspect in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tB.\tIf cracks are found, repair prior to further flight in accordance with Boeing Service Bulletin No. 2510, Revision 3, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. The repetitive inspections of paragraph A. must be accomplishedin areas not covered by repairs per Part VII of Boeing Service Bulletin No. 2510, Revision 3, or later FAA approved revisions. \n\tC.\tThe inspections required by this AD may be terminated when the following is accomplished: \n\t\t(1)\tSplice plate, skin and rib cap fastener holes are oversized to remove fatigue material per Part IV of Boeing Service Bulletin No. 2510, Revision 3, or later FAA approved revisions, and complete external doublers are installed in accordance with Part VIII of Boeing Service Bulletin No. 2510, Revision 3, or later FAA approved revisions, or \n\t\t(2)\tOther modifications are made in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tFor the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\tE.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest 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 change for that operator. \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 South, Seattle, Washington. \n\tThis supersedes Amendment 39-1829 (39 F.R. 15027), AD 74-09-07, as amended by Amendment 39-2002. \n\tAmendment39-2074 became effective January 27, 1975. \n\tAmendment 39-3421 became effective December 4, 1975. \n\tAmendment 39-3502 became effective July 3, 1979. \n\tThis Amendment 39-3737 becomes effective April 17, 1980.
2013-15-21: We are superseding airworthiness directive (AD) 2004-13-06 for certain Airbus Model A319 and A320 series airplanes. AD 2004-13-06 required repetitive detailed inspections to detect cracks in the keel beam side panels, and repair if necessary. This new AD requires repetitive eddy current inspections for cracking in the keel beam side panels, and corrective actions if necessary. This AD was prompted by reports of cracks on the side panels of the keel beams. We are issuing this AD to detect and correct fatigue cracks on the side panels of the keel beams, which could result in reduced structural integrity of the airplane.
75-09-01: 75-09-01 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2172. Applies to L-1011-385-1-193L airplanes, Serial Nos. 1064, 1079, 1114, 1120, and 1125, certificated in all categories. After receipt of this AD, occupancy of the under floor lounge is prohibited until the conformity of the under floor lower lounge floor boards and the related applicable components is verified to establish adherence to the configuration defined by FAA Sealed Drawing List L-1011- 385-1, No. 385-1, supplement entitled, "FAA List for Model L Peculiars" and "Model L Peculiars Drawing List Addendum", dated May 10, 1974, or FAA-approved equivalent configuration. The conformity inspection shall be accomplished by the Chief, Aircraft Engineering Division, FAA Western Region, or his authorized representative. This amendment becomes effective April 21, 1975, for all persons except those to whom it was made effective by telegram, dated March 18, 1975.
85-11-07 R1: 85-11-07 R1 CESSNA: Amendment 39-5115. Applies to Models P210N, P210R (Serial numbers P21000001 through and including P21000855), and T210R (Serial numbers 21064898 through and including 21064929) airplanes, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible separation of the turbocharger oil reservoir outlet fitting and subsequent rapid loss of engine lubricating oil, accomplish the following: (a) Prior to further flight: (1) Remove the right side engine cowling to the extent necessary to examine the turbocharger oil reservoir. (2) Visually inspect using a strong light the top oil outlet fitting for cracks in the vicinity of the weld securing the fitting to the upper surface of the turbocharger oil reservoir. NOTE: Cracking of the turbocharger oil reservoir outlet fitting may not be evidenced by an oil leak in the vicinity of the oil reservoir installation. Therefore, inspection of the reservoir will depend upon careful cleaning in addition to the use of a strong light. (3) If no cracks are detected in the outlet fitting of the turbocharger oil reservoir, reinspect this area at each additional 25 hours time-in-service thereafter, or in the alternative, replace the turbocharger oil reservoir as follows: (A) For Model P210N (serial numbers P21000001 through P21000834) airplanes remove the existing reservoir and install a Cessna Part Number 2150106- 32 reservoir in accordance with the installation procedures contained in Paragraphs (c)(1) through (c)(6) of this AD. (B) For Model P210R (serial numbers P21000835 through and including P21000855), and T210R (serial numbers 21064898 through and including 21064929) airplanes remove the existing reservoir and install a Cessna Part Number 2150106-33 reservoir in accordance with the installation procedures contained in Paragraphs (c)(1) through (c)(6) of this AD. (b) The repetitive inspections requiredby Paragraph (a) (3) of this AD may be discontinued when the modification in Paragraph (a) (3) (A) or Paragraph (a) (3) (B) of this AD is accomplished. (c) If any cracks are detected in the outlet fitting in accomplishing Paragraph (a) (2) of this AD, prior to further flight, remove the existing turbocharger oil reservoir and install a Cessna Part Number 2150106-32 reservoir (for Model P210N serial numbers P21000001 through P21000834) or Part Number 2150106-33 reservoir (for Model P210R serial numbers P21000835 through and including P21000855) and Model T210R, (serial numbers 21064898 through and including 21064929) airplanes available from Cessna Aircraft Company using the following procedure: (1) Install the check valve with the arrow pointing away from the oil reservoir outlet fitting. (2) Use a wrench on the reservoir fitting to isolate the torque when tightening the check valve. (3) Attach the breather vent line. (4) Mount the rubber flexible hanger to the firewall and reservoir. (5) Initially secure the oil inlet and outlet lines by hand. Then use a wrench on the oil reservoir inlet fitting and the check valve fitting to isolate the effects of tightening the oil scavenge hoses. Tighten the oil scavenge hoses to the turbocharger oil reservoir. (6) Run the engine to check for oil leaks and eliminate any leaks prior to returning the airplane to service. (d) An equivalent method of compliance may be used if approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. Cessna Single Engine Service Bulletin SE85-11, dated June 7, 1985, covers the subject matter of this AD. This amendment becomes effective on August 9, 1985, to all persons except those to whom it has already been made effective by priority letter from the FAA dated June 6, 1985, and is identified as AD 85-11-07.
85-03-06 R1: 85-03-06 R1 BOEING: Amendment 39-4998 as amended by Amendment 39-5205. Applies to Model 737 series airplanes certificated in all categories listed in Boeing Service Bulletin 737-53- 1031, Revision 3, dated October 28, 1983. To prevent rapid decompression resulting from undetected cracking of the wing-to-body drag angle, accomplish the following (unless previously accomplished) prior to the accumulation of 8,000 landings on Group I airplanes, or 35,000 landings on Group II airplanes, or within 1 year or 4,000 landings from the effective date of this AD, whichever occurs later: \n\n\tA.\tVisually inspect the upper drag angles for cracks in accordance with the Flight Safety Addendum of Boeing Service Bulletin 737-53-1031, Revision 3, or later FAA approved revisions. Repeat the visual inspections at intervals not to exceed 4,000 landings.\n \n\tB.\tIf cracks are found, replace cracked parts with new aluminum parts and continue the inspections of paragraph A., above, or modify in accordance with the Accomplishment Instructions in Boeing Service Bulletin 737-53-1031, Revision 1, or later FAA-approved revisions. \n\n\tC.\tModification of airplanes in accordance with Accomplishment Instructions of Boeing Service Bulletin 737-53-1031, Revision 1, or later FAA-approved revisions, constitutes terminating action for this AD. \n\n\tD.\tAirplanes may be flown to a maintenance base for drag angle replacement or modification in accordance with FAR 21.197 and 21.199 with prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tFor purposes of complying with the AD, subject to acceptance by the assigned FAA Principal Maintenance Inspector, the number of landings may be determined by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington. \n\n\tG.\tUpon request by the operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tAll persons affected by this directive who have not already received these 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 the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-4998 became effective March 11, 1985. \n\tThis Amendment 39-5205 becomes effective February 3, 1986.
2025-04-08: The FAA is adopting a new airworthiness directive (AD) for certain MHI RJ Aviation ULC Model CL-600-2B19 (Regional Jet Series 100 and 440), CL-600-2C10 (Regional Jet Series 700, 701, and 702), CL-600- 2C11 (Regional Jet Series 550), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by the determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band). This AD requires installing a new radio frequency (RF) bandpass filter on the coaxial line between the radio altimeter and the receive antenna in the aft equipment compartment. The FAA is issuing this AD to address the unsafe condition on these products.
86-07-06: 86-07-06 BOEING: Amendment 39-5270. Applies to Model 747 series airplanes, listed in Boeing Service Bulletin 747-54-2111, Revision 1, dated November 22, 1985, certificated in any category. To prevent failure of the forward lug of an inboard pylon upper link, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 850 landings after the effective date of this AD or prior to the accumulation of 8,000 landings, whichever occurs later, perform a close visual or ultrasonic inspection of the forward lug of the inboard pylon upper link for cracks in accordance with Boeing Service Bulletin 747-54-2111, Revision 1, dated November 22, 1985, or later FAA- approved revision. \n\n\tNOTE: Definition of close visual (detailed) inspection method: Close intensive visual inspections of highly defined structural details or locations searching for evidence of structural irregularity. Using adequate lighting and where necessary, inspection aids such as mirrors, etc., surfacecleaning and access procedures may be required to gain proximity. \n\n\tB.\tCracked parts must be replaced or modified prior to further flight. The part may be modified, if cracking is within rework limits, by the installation of bushings of a new design in accordance with Boeing Service Bulletin 747-54-2111, Revision 1, dated November 22, 1985, or later FAA-approved revision. \n\n\tC.\tIf no cracks are found, perform repetitive inspections, as described in paragraph A., above, at the following intervals: \n\n\t\t1.\tIf the immediately prior inspection was a close visual inspection, reinspect within the next 850 landings. \n\n\t\t2.\tIf the immediately prior inspection was an ultrasonic inspection, reinspect within the next 1,700 landings. \n\n\tD.\tInstallation of inboard pylon upper links that have been modified in accordance with Boeing Service Bulletin 747-54-2111, Revision 1, dated November 22, 1985, or later FAA- approved revision, is considered to be terminating action for the requirementsof this AD. \n\n\tE.\tCompliance with this AD does not terminate the inspection requirements of the Supplemental Structural Inspection Document (SSID) Airworthiness Directive AD 84-21-02 (Amdt. 39-4936; 49 FR 44890), if applicable. \n\n\tF.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tG.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tH.\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 and/or modifications required by this AD. \n\n\tAll persons affected by this proposal 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 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 8, 1986.
2013-15-11: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 727 airplanes. This AD was prompted by a report of cracking in the left-side chord of the fin closure rib on the vertical stabilizer. This AD requires repetitive inspections of the left and right side chords of the fin closure rib for cracking and corrosion, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct cracking and corrosion in the left- and right-side chords of the fin closure rib, which could lead to widespread cracking in the chords that might weaken the fin closure rib structure and result in loss of airplane control due to lack of horizontal stabilizer support.