Results
97-04-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Pacific Scientific Company, HTL/Kin-Tech Division, fire extinguisher bottle cartridges (squibs), which may be installed on various transport category airplanes. This action requires a one-time inspection of the electrical receptacle of these fire extinguisher bottle cartridges and their mating connectors to detect the presence of aluminum foil in the area of the pins of the cartridges and the connectors, and removal of any aluminum foil that is present. This amendment is prompted by a report of failure of a fire extinguisher bottle cartridge to discharge as a result of the presence of aluminum foil in the cartridge, which caused electrical shorting of the pins. The actions specified in this AD are intended to prevent such shorting, which could result in failure of the fire extinguisher bottle to discharge when commanded.
2000-12-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300-600 series airplanes, that currently requires repetitive ultrasonic inspections to detect cracks in the bolt holes inboard and outboard of rib 9 on the bottom booms of the front and rear wing spars, and repair, if necessary. This amendment requires revising the compliance thresholds for the inspection and requires that the inspections be repeated at reduced intervals. 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 fatigue cracks in the bolt holes of the wing spars, which could result in reduced structural integrity of a wing spar.
2014-19-04: We are superseding Airworthiness Directive (AD) 2004-03-19, which applies to certain Airbus Model A320-111, -211 and -231 series airplanes. AD 2004-03-19 required repetitive inspections for cracking in the transition and pick-up angles in the lower part of the center fuselage area, and corrective action if necessary. AD 2004-03-19 also provided for an optional terminating modification for the repetitive inspection requirements. This new AD requires accomplishing the modification by installing washers between the transition pick-up angle and the pin nuts, and doing related investigative and corrective actions if necessary. This new AD also adds airplanes to the applicability of AD 2004-03-19. This AD was prompted by a determination that the optional terminating modification must be required in order to address the unsafe condition. We are issuing this AD to prevent fatigue cracking in the transition and pick-up angles of the lower part of the center fuselage, which could resultin reduced structural integrity of the wing-fuselage support and fuselage pressure vessel.
97-04-13: This amendment adopts a new airworthiness directive (AD) that applies to Mitsubishi Heavy Industries, Ltd., (Mitsubishi) MU-2B series airplanes. This AD requires removing the vent check valve assembly from the bulkhead between the fuel tanks. This AD results from an incident where both engines on an affected airplane failed near the end of a flight because of lack of fuel to the engines. The incident is attributed to the fuel filler caps on the top of the wings not sealing correctly. The actions specified by this AD are intended to prevent the inability of both engines to utilize the entire fuel supply because of the outboard fuel not transferring to the center tank, which could result in an uncommanded engine shutdown.
79-15-01: 79-15-01 CESSNA: Amendment 39-3517. Applies to: Model 205 (210-5) Series (Serial Numbers 641, 205-0001 through 205-0577) airplanes; Model 206 (Serial Numbers 206-0001 through 206-0275) airplanes; Model U206/TU206 Series (Serial Numbers U206-0276 through U206-1444, U20601445 through U20604287, U20604289, U20604290, U20604292 through U20604335, U20604337 through U20604389, U20604391 through U20604787, U20604789 through U20604894, U20604896 through U20604906, U20604908 through U20604911, U20604913 through U20604958, U20604960 through U20604963, U20604965 through U20604973, U20604975 through U20604977, U20604980 through U20604985, U20604987 through U20604990, U20604992, U20604993, U20604995 through U20604998, U20605000 through U20605018, U20605020 through U20605058, U20605060, U20605061, U20605063, U20605066, U20605069, U20605071 through U20605073, U20605075, U20605077, U20605078, U20605083, U20605085, U20605086, U20605088, U20605095, U20605097, U20605100, U20605102, U20605105, U20605107 and U20605110) airplanes; Model P206/TP206 Series (Serial Numbers P206-0001 through P206-0603, P20600604 through P20600647) airplanes; Model 207/T207 Series (Serial Numbers 20700001 through 20700530) airplanes; Model T210 Series (Serial Numbers T210-0001 through T210-0454) airplanes; Model 210/T210 Series (Serial Numbers 21057841 through 21063013, 21063015 through 21063086, 21063088 through 21063228, 21063230 through 21063287, 21063289 through 21063298, 21063300 through 21063324, 21063326 through 21063389, 21063391 through 21063393, 21063396 through 21063399, 21063401, 21063403 through 21063407, 21063412, 21063413, 21063419, 21063424 and 21063426) airplanes; Model P210 Series (Serial Numbers P21000001 through P21000255, P21000257 through P21000273, P21000275 through P21000279, P21000281 through P21000283, P21000287, P21000290 and P21000292) airplanes. COMPLIANCE: Required as indicated unless already accomplished. To provide instructions for recognition of fuel system vapor blockage and operating procedures to restore normal fuel flow, within the next 25 hours time-in-service after the effective date of this AD, accomplish the following: A) On Model 205 (210-5) series (Serial Numbers 641, 205-0001 through 205-0555); Model 206 (Serial Numbers 206-0001 through 206-0137); Model 210 (Serial Numbers 21057841 through 21058351) airplanes, examine the airplane and its maintenance record to determine whether Cessna Service Kit SK 205-5 or SK 206-2 has been installed. If neither of these kits is installed, make an entry in the maintenance records indicating this AD is not applicable to the airplane and no further action is required. If Cessna Service Kit SK 205-5 or SK 206-2 has been installed, accomplish Paragraphs B) 1 and 2 of this AD. B) On affected (see Applicability Statement) Model 205 (210-5) series airplanes having serial numbers between 205-0556 through 205-0577 inclusive, Model 206 series airplanes having serial numbers between 206-0138 through 206-0275 inclusive, Model U206/TU206 series airplanes having serial numbers between U206-0276 through U206-1444 inclusive and U20601445 through U20604649 inclusive, Model P206/TP206 series airplanes having serial numbers between P206-0001 through P206-0603 inclusive and P20600604 through P20600647 inclusive, Model 207/T207 series airplanes having serial numbers between 20700001 through 20700482 inclusive, Model 210/T210 series airplanes having serial numbers between 21058352 through 21062954 inclusive, Model T210 series airplanes having serial numbers between T210-0001 through T210-0454 inclusive and Model P210 series airplanes having serial numbers between P21000001 through P21000150 inclusive; 1. Install Cessna P/N 1205252-2 placard next to the fuel flow indicator which reads as follows: "MAJOR FUEL FLOW FLUCTUATIONS/POWER SURGES 1. AUX FUEL PUMP - ON, ADJUST MIXTURE. 2. SELECT OPPOSITE TANK. 3. WHEN FUELFLOW STEADY, RESUME NORMAL OPERATIONS. SEE PROCEDURE CARD D1189-13 FOR EXPANDED INSTRUCTIONS." 2. Place Cessna special procedure card P/N D1189-13 in the airplane at a location accessible to the pilot at all times when he is in the pilot's seat and revise the aircraft Equipment List by adding this card as a required item of equipment. C) On affected (See Applicability Statement) Model U206/TU206 series airplanes having serial numbers between U20604650 and U20605110 inclusive, Model 207/T207 series airplanes having Serial Numbers between 20700483 through 20700530 inclusive, Model 210/T210 series airplanes having Serial Numbers between 21062955 through 21063426 inclusive and Model P210 series airplanes having Serial Numbers between P21000151 through P21000292 inclusive; 1. Install Cessna P/N 1205252-1 placard next to the fuel flow indicator which reads as follows: "MAJOR FUEL FLOW FLUCTUATIONS/POWER SURGES 1. AUX FUEL PUMP - ON, ADJUST MIXTURE.2. SELECT OPPOSITE TANK. 3. WHEN FUEL FLOW STEADY, RESUME NORMAL OPERATIONS. SEE P.O.H. FOR EXPANDED INSTRUCTIONS." 2. Revise the Pilot's Operating Handbook for the following airplanes by inserting the revision specified below: Airplane Model Revision Cessna Part Number U206G Rev 1 22 May 1979 D1147R1-13PH TU206G Rev 2 22 May 1979 D1148R2-13PH 207A Rev 1 22 May 1979 D1149R1-13PH T207A Rev 2 22 May 1979 D1150R2-13PH 210N Rev 3 22 May 1979 D1151R3-13PH T210N Rev 3 22 May 1979 D1152R3-13PH P210N Rev 3 22 May 1979 D1153R3-13PH D) The modification required by this AD may be accomplished by owner/operator authorized to perform preventative maintenance under FAR 43. An entry should be made in the aircraft maintenance record indicating compliance; i.e., "AD 79-15-01 complied with by installing placard P/N 1205252-2 and Special Procedure Card P/N D1189-13 this date _________" or "AD 79-15-01 complied with by installing placard P/N 1205252-1 and Pilot's Operating Handbook Rev _____ dated _______, Cessna P/N _______ this date ___________." E) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. F) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region, 601 E. 12th Street, Kansas City, Missouri 64106. Cessna Service Letter SE 79-25, dated April 30, 1979, and Supplement No. 1 thereto dated June 4, 1979, pertains to the subject matter of this Airworthiness Directive. Cessna Aircraft Company has mailed copies to all owners of record. Additional copies may be obtained from: Cessna Aircraft Co., Marketing Division, Attn: Customer Service Department, Wichita, Kansas 67201; Telephone (316) 689-9111. This Amendment becomes effective July 26, 1979.
2014-19-01: We are superseding an airworthiness directive (AD) 2013-22-20 for Embraer S.A. Model EMB-505 airplanes. 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 cracks beyond acceptable limits in the carbon discs of the left hand (LH) and right hand (RH) brake assemblies. We are issuing this AD to require actions to address the unsafe condition on these products.
2005-01-19: The FAA is adopting a new airworthiness directive (AD) to supersede Airworthiness Directive 2004-10-15, which applies to certain GTX 330 and GTX 330D Mode S transponders that are installed on airplanes. AD 2004-10-15 currently requires you to install GTX 330/330D Software Upgrade Version 3.03, 3.04, or 3.05. This AD applies to certain GTX 33, GTX 33D, GTX 330, and GTX 330D Mode S transponders that are installed on airplanes and is the result of observations that the GTX 33/33D/330/330D may detect, from other airplanes, the S1 (suppression) interrogating pulse below the minimum trigger level (MTL) and, in some circumstances, not reply. The GTX 33/33D/330/330D should still reply even if it detects S1 interrogating pulses below the MTL. Consequently, this AD would require you to install a GTX 33/33D/330/ 330D Software Upgrade to at least Version 3.06. No additional action is necessary for those airplanes that have transponders Software Upgrade 3.03 installed. Software Upgrade Versions 3.03 and 3.06 correct a TAS, TCAD, and TCAS I system "whisper-shout" problem that could potentially lead to the aircraft not being visible at certain ranges. TCAS II systems are not affected. We are issuing this AD to prevent interrogating aircraft from possibly receiving inaccurate replies due to suppression from aircraft equipped with the GTX 33/33D/330/330D Mode S transponders when the pulses are below the MTL. The inaccurate replies could result in reduced vertical separation.
2014-07-04R1: The FAA is revising airworthiness directive (AD) 2014-07-04 that published in the Federal Register to correct certain errors. AD 2014-07-04 applied to certain Sikorsky Model S-92A helicopters. The range of serial numbers in the Applicability section and a reference to the service information in the Required Actions section of the regulatory text are incorrect. This document corrects those errors. In all other respects, the original document remains the same.
2009-06-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: It has been found the occurrence of failed bearings of the RAT [ram air turbine] generator, which may lead to a RAT generator failure. The RAT generator was designed to provide emergency electrical power to essential systems in case of loss of all other sources of aircraft AC electrical power. * * * * * Loss of emergency electrical power could result in reduced controllability of the airplane during in-flight emergencies. We are issuing this AD to require actions to correct the unsafe condition on these products.
80-26-51: 80-26-51 BOEING: Amendment 39-4072. Applies to Boeing Model 737 series airplanes, certificated in all categories, prior to line number 726. To prevent control system jamming, accomplish the following within the next 150 hours time-in-service after the effective date unless already accomplished, or unless the affected bolt assemblies have been removed and reinstalled since manufacture. \n\n\t1.\tInspect the bolt assemblies installed at the upper and lower clevis of each elevator power control unit input rod assembly for proper installation in accordance with Boeing Alert Service Bulletin 27A1109, dated December 11, 1980, or later FAA-approved revisions. Bolt assemblies not properly installed must be reinstalled in accordance with the service bulletin.\n \n\t2.\tAlternate methods of compliance with this Airworthiness Directive may be used when they are approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. \n\n\tThis amendment becomes effective April 1, 1981, and was effective earlier to those recipients of telegraphic AD T80-26-51, dated December 13, 1980.
79-03-04: 79-03-04 LOCKHEED: Amendment 39-3404. Applies to all Model 382 series aircraft with Calco manufactured ballscrew assembly, P/N 8353, installed in the main landing gear (MLG). Compliance required as indicated. To prevent the collapse of the MLG due to a failure of the ballscrew P/N 8353-25 lower mounting flange and consequently possible loss of the aircraft, accomplish the following: Within 10 hours time in service after the effective date of this AD and at each preflight thereafter on all airplanes with suspect P/N 8353 ballscrew assemblies, lower mounting flange P/N 8353-25 (castings only, not forgings), perform the repetitive visual check of the MLG Calco P/N 8353 Ballscrew Assembly in accordance with Lockheed Alert Service Bulletin A328-32-28 (NOTE: Four (4) ballscrew assemblies per airplane). The checks required by this AD may be performed by the flight crew. If cracks are detected or suspected in the lower mounting flange of the P/N 8353 ballscrew assembly as a result of the above service bulletin inspection requirements, replace the P/N 8353-25 casting with a serviceable forging prior to further flight. In addition to the above repetitive visual checks the following inspection of the P/N 8353-25 casting is required: 1. Prior to 50 hours time in service from the effective date of this AD, perform a Rockwell hardness test to determine that the P/N 8353-25 casting is within acceptable hardness limits of RC-35 to RC-45. If these limits are exceeded the P/N 8353-25 casting must be replaced prior to further flight except that if only one casting per aircraft is determined to be outside these limits, a ferry flight to a place of repair is permissible. 2. If the Rockwell hardness test confirms that the P/N 8353-25 casting is within the prescribed above limits, the casting must be replaced with a serviceable forging within 25 landings or 150 flight hours, whichever occurs first. NOTE: The 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-Georgia Company, Marietta, Georgia 30063. These documents may also be examined at FAA, Southern Regional Office, 3400 Whipple Street, East Point, Georgia, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 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 the Southern Regional Office. This amendment is effective February 5, 1979.
2009-06-06: This airworthiness directive (AD) supersedes two existing ADs. One AD applies to certain Airbus Model A310-200 and -300 series airplanes. That AD currently requires repetitive inspections for cracking of the flap transmission shafts, and replacement of the transmission shafts if necessary. That AD also provides an optional terminating action for the repetitive inspections. The other existing AD applies to all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R Variant F airplanes (collectively called A300-600 series airplanes); and Model A310-200 and -300 series airplanes. That AD currently requires a one-time inspection of the trimmable horizontal stabilizer actuator (THSA), corrective actions if necessary, and follow-on repetitive tasks. This new AD also requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations and maintenance tasks for aging systems maintenance. ThisAD results from the manufacturer's determination that life limitations and maintenance tasks are necessary to ensure continued operational safety of the affected airplanes. We are issuing this AD to prevent reduced structural integrity of these airplanes due to the failure of system components. DATES: This AD becomes effective April 28, 2009. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of April 28, 2009. On August 29, 2006 (71 FR 42021, July 25, 2006), the Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A300-27-6044, Revision 04, dated September 10, 2001; and Airbus Service Bulletin A310-27-2089, Revision 02, dated June 28, 2001. On June 20, 2006 (71 FR 28254, May 16, 2006), the Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A310-27-2092, Revision 02, dated April 11, 2005; and Airbus ServiceBulletin A310-27-2095, dated March 29, 2000.
2005-01-17: The FAA adopts a new airworthiness directive (AD) to supersede AD 98-03-14, which applies to certain EXTRA Flugzeugbau GmbH (EXTRA) Model EA-300 and EA-300/S airplanes. AD 98-03-14 currently requires you to inspect the upper longeron cutout-bridge for cracks, to repair any cracks found, and to modify this area. This AD retains the actions of AD 98-03-14 and incorporates new service information. For owner/ operators of the affected airplanes that were able to do the modification required in AD 98-03-14, no further action is required. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect and correct cracks in the upper longeron cutout-bridge, which could cause the upper longeron cutout-bridge to fail resulting in structural damage to the fuselage. This condition could lead to loss of control of the airplane. DATES: This AD becomes effective on February 28, 2005. On March 16, 1998 (63 FR 5881, February 5, 1998), the Director of the Federal Register approved the incorporation by reference of EXTRA Flugzeugbau GmbH Service Bulletin EA-300 & EA-300/S Doc: SB-300-3-93, Issue: A, Date: January 12, 1994. As of February 28, 2005, the Director of the Federal Register approved the incorporation by reference of EXTRA Flugzeugbau GmbH Service Bulletin EA-300 & EA-300/S Doc: SB-300-3-93, Issue: B, Date: June 10, 1998.
2023-12-21: The FAA is superseding Airworthiness Directive (AD) 2021-26- 13, which applied to all Rolls-Royce Deutschland Ltd & Co KG (RRD) Model Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000- J2, Trent 1000-K2, and Trent 1000-L2 engines. AD 2021-26-13 required revision of the engine Time Limits Manual (TLM) life limits of certain critical rotating parts and direct accumulation counting (DAC) data files. Since the FAA issued AD 2021-26-13, RRD has revised the TLM with more restrictive airworthiness limitations, including updated life limits for certain critical parts and updated DAC data files. This AD was prompted by the manufacturer revising the engine TLM life limits of certain critical rotating parts, updating the DAC data files, and updating certain maintenance tasks. This AD requires revising the existing approved maintenance or inspection program, as applicable, to incorporate more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
79-16-06: 79-16-06 DETROIT DIESEL ALLISON: Amendment 39-3527 is further amended by Amendment 39- 3650. Applies to all Model 250-C28 and 250-C30 series engines equipped with generator idler gearshaft P/N 6898980, or 6898591, or 77 tooth spur idler gearshaft P/N 6898652 installed in, but not limited to Bell 206L-1 and Sikorsky S-76 rotorcraft certificated in all categories. Compliance required as indicated unless previously accomplished. To preclude engine power loss as a result of an accessory drive gearbox failure, remove the referenced gearshafts from service prior to reaching 9000 cycles if installed in a 250-C28 series engine and prior to reaching 2000 cycles if installed in a 250-C30 engine. For those gearshafts that are within 50 cycles of the appropriate limit on the effective date of this AD, compliance is required within 100 cycles. For the purpose of this AD, a cycle is defined as an attempted or completed start, or a motoring of the engine using the starter. The start counter is activated and accumulates the count of cycles only when the ignition circuit is energized. Therefore, cycles due to motoring with the starter (ignition circuit not energized) must be added to the cycle count. (Detroit Diesel Allison Commercial Engine Bulletins CEB 72-2003 for the 250-C28B and CEB 72-3003 for the 250-C30 also pertain to this subject.) Amendment 39-3527 became effective August 15, 1979. This amendment 39-3650 becomes effective January 11, 1980.
97-03-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires modification and sealing of the firezone compartment of the nacelle of the left and right engines. This amendment is prompted by reports indicating that firezone compartments have not been completely sealed. The actions specified by this AD are intended to prevent flame, fuel, and vapor from entering compartments behind the firezone compartment. This condition, if not corrected, and if combined with a fire source in the firezone compartment, could result in an uncontrollable fire outside the firezone compartment.
2005-02-01: The FAA is adopting a new airworthiness directive (AD) for certain The Lancair Company (Lancair) Models LC40-550FG and LC42-550FG airplanes. This AD requires you to incorporate additional takeoff chart distance values information into the Performance Section of the FAA- approved Airplane Flight Manual (AFM). This AD results from flight testing that revealed that the takeoff distance values for the affected airplanes could not be duplicated. We are issuing this AD to prevent potential impact with terrain or obstruction during takeoff due to incorrect takeoff distance values.
2023-12-23: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-300F airplanes. This AD was prompted by a report indicating that the installation requirements were not followed for the first observer seat in the flight deck. This AD requires installing placards in various locations of the flight deck to indicate the proper position for the first observer seat during taxi, takeoff, and landing, and revising the existing airplane flight manual (AFM). The FAA is issuing this AD to address the unsafe condition on these products.
62-18-01: 62-18-01 GENERAL DYNAMICS/CONVAIR: Amdt. 475 Part 507 Federal Register August 18, 1962. Applies to All Models 22, 22M, and 30 Series Aircraft. Compliance required within 150 hours' time in service following the effective date of this AD, unless already accomplished. To prevent loose rudder flight tab balance weights, the following shall be accomplished: Inspect the rudder flight tab balance weight attachments for looseness of the balance weight, missing weights, missing attachment nuts and/or bolts, and for elongation of the attachment bolt holes in the balance weights and attachment arms in accordance with General Dynamics/Convair Alert Service Bulletins A27-60, A27-31, or A27-32, as appropriate. If any of the noted defects are found, they shall be corrected prior to the next flight, as specified in General Dynamics/Convair Alert Service Bulletins A27-60, A27-31, or A27-32, as appropriate, or by an FAA engineering approved equivalent method. (General Dynamics/Convair Alert Service Bulletins A27-60, A27-31, and A27-32 for the Models 22, 22M, and 30 respectively cover this same subject.) This directive effective August 18, 1962.
2023-13-14: The FAA is superseding Airworthiness Directive (AD) 2023-01- 12, which applied to all Safran Helicopter Engines, S.A. (Safran) Model Arriel 1C, Arriel 1C1, and Arriel 1C2 engines. AD 2023-01-12 required replacing affected fire detectors and prohibited installation of affected fire detectors. Since the FAA issued AD 2023-01-12, the FAA has determined that Model Arriel 1K1 engines are also affected by the unsafe condition. This AD is prompted by reports of false engine fire warnings. This AD requires replacing the affected fire detectors, prohibits installation of affected fire detectors, and adds Model Arriel 1K1 engines to the applicability, as specified in an European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
2005-01-15: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce plc (RR) RB211 Trent 875, 877, 884, 892, 892B, and 895 series turbofan engines with certain part number (P/N) low pressure compressor (LPC) fan blades installed. That AD currently requires initial and repetitive ultrasonic inspections of the fan blade dovetail roots. This AD requires the same actions except at reduced compliance times for certain blades, defines a specific terminating action to the repetitive blade inspection requirements, and adds the 884B series to the applicability. This AD results from a report of a cracked fan blade found before the blade reached the initial inspection threshold of AD 2002-11-08. This AD also results from the need to reduce a repetitive inspection compliance time due to potential breakdown of blade coating and lubrication on certain blades. We are issuing this AD to prevent multiple LPC fan blade failures due to cracks, which could result in uncontained enginefailure and possible damage to the airplane.
80-19-03: 80-19-03 PRATT & WHITNEY AIRCRAFT: Amendment 39-3911. Applies to all Pratt & Whitney Aircraft JT3D-1-MC7 turbofan engine models. Compliance required not later than December 31, 1980. To preclude high cycle fatigue cracking of fifth stage compressor disks which could result in disk fracture, retire from service all fifth stage compressor disks, P/N 426505, and replace with either disk P/N 697105 or P/N 749605. Upon submission of substantiating data, through an FAA Aviation Safety Inspector, the Chief, Engineering and Manufacturing Branch, New England Region, may adjust the compliance date. A historical file on this AD is maintained in full by the FAA at its headquarters in Washington, D.C., and at the New England Region. This amendment becomes effective October 7, 1980.
2023-12-08: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 series airplanes. This AD was prompted by a report of stress corrosion cracking in certain stringers and end stringer splice assemblies. This AD requires repetitive inspections of the stringers and end stringer splice assemblies for any crack, shim, or gap, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2000-10-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-10-51 that was sent previously to all known U.S. owners and operators of certain Boeing Model 767 series airplanes by individual notices. This AD requires a one-time inspection to determine whether certain bolts are installed in the side load underwing fittings on both struts, and various follow-on actions, if necessary. This action is prompted by a report that two fractured bolts and one cracked bolt were found in the side load underwing fittings. The actions specified by this AD are intended to detect and correct cracking or fracturing of the tension bolts on the side load underwing fittings on the strut, which would eventually result in loss of the strut.
83-11-02: 83-11-02 BOEING: Amendment 39-4659. Applies to those Model 747 series airplanes certificated in all categories listed in Service Bulletin 747-53-2224, Revision 3, or later FAA approved revisions. To prevent failure of the floor beams and webs, accomplish the following: \n\n\tA.\tVisually inspect, or as an alternate, inspect using eddy current inspection techniques, the longitudinal floor beams in the areas noted in the appropriate table of Section III of Boeing Service Bulletin 747-53-2224, Revision 3, or later FAA approved revisions, unless previously accomplished. The inspections are to commence prior to the accumulation of one-half the number of cycles specified in the "Repeat Inspection Interval Cycles" column in the appropriate table in Section III of the service bulletin after the effective date of this AD for airplanes which have accumulated more than the number of cycles listed in the "Inspection Threshold Cycles" column of the table, or prior to accumulating the inspectionthreshold number of cycles, whichever is later. Inspections are to be repeated at intervals not to exceed those specified in the table. \n\n\tB.\tWebs or chords found cracked are to be repaired or replaced prior to further flight in accordance with the instructions of Section III of Boeing Service Bulletin 747-53-2224, Revision 3, or later FAA approved revisions, or repair of damaged structure may be deferred as noted therein. \n\n\tC.\tComplete modification of the floor beam webs and chords in accordance with the terminating action procedures described in Boeing Service Bulletins 747-53-2224, Revision 3; 747-53-2176, Revision 4; and 747-53-2183, Revision 2; or later FAA approved revisions, constitutes terminating action for this AD. \n\n\tD.\tAfter accomplishing each inspection, repairs, or the terminating modification, apply organic corrosion inhibitor (BMS 3-23) or equal to all exposed floor beams and pressure web structures as required. \n\n\tE.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Principal Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average from takeoff to landing for the airplane type. Only pressurized flights need be considered when establishing number of landings on the airplane. \n\n\tF.\tUpon request of the operator, a FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection interval, if the request contains substantiating data to justify the increase for that operator. \n\n\tG.\tSpecial flight permits may be issued in accordance with Section 21.197 and 21.199 of the Federal Aviation Regulations to operate airplanes to a base for the accomplishment of the inspections and/or modifications required by the AD. \n\n\tH.\tAlternate means of compliance or other actions which provide an equivalent level of safety may beused when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tI.\tThis amendment supersedes Airworthiness Directive (AD) 81-13-03, Amendment 39-4138 (46 FR 31873), as amended by Amendment 39-4485 (47 FR 49957). \n\n\tAll persons affected by this directive who have not already received the appropriate service bulletins from the manufacturer may obtain copies upon request to The Boeing Company, P.O. Box 3707, Seattle, Washington 98124. These documents also may be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective June 20, 1983.