Results
2009-13-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: BAE systems have been notified by the MLG radius rod manufacturer, APPH Ltd, that a batch of incorrectly manufactured Buffer Springs (part number 184818) had been supplied to their parts distributor and MRO facilities in North America. There is a risk that any radius rod fitted with one of these incorrectly manufactured Buffer Springs could jam in an unlocked position. This condition, if not corrected, could result in MLG collapse. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
91-21-01 R1: 91-21-01 R1 Textron Lycoming: Amendment 39-9470. Docket 91-ANE-29. Revises AD 91-21-01, Amendment 39-8048, which superseded AD 89-12-04, Amendment 39-6214. \n\tApplicability: Textron Lycoming Model TIO-540-S1AD reciprocating engines installed on but not limited to Piper PA-32 series aircraft. NOTE: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine from the applicability of this AD. \n\tCompliance: Required as indicated, unless accomplished previously. \n\tTo prevent cracking or distortion of engine exhaust system flanges, V-band coupling, and pipes, which could result in engine compartment fire and smoke entering the cabin with possible loss to the aircraft, accomplish the following: \n\t(a)\tFor engines which have not complied with AD 89-12-04, paragraph (d), or Textron Lycoming Service Bulletin (SB) No. 484, Part II, dated January 30, 1989, on the effective date of this AD, accomplish the following: \n\t\t(1)\tWithin 25 hours time in service (TIS) after the effective date of this AD, install Crossover Exhaust Pipe Kit (05K21125) in accordance with Textron Lycoming SB No. 484, Part II, dated January 30, 1989, and also installnew design One-piece Exhaust Riser Kit (05K21503) and Manifold Retainer Kit (05K19650-S) in accordance with Textron Lycoming SB No. 499A, dated June 14, 1991. NOTE: Instructions and notes relating to marking the slip joints, rotating the exhaust pipes for alignment, and maintaining clearances at critical locations during the above installation are contained in Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t(2)\tThereafter, at intervals not to exceed 100 hours TIS, accomplish the following: \n\t\t\t(i)\tInspect the exhaust system for heat damage, distortion, cracks or excessive wear in accordance with Textron Lycoming SB No. 484, Part II, dated January 30, 1989. \n\t\t\t(ii)\tInspect the exhaust system for clearance dimensions, proper fastener torque and slip joint engagement in accordance with paragraphs 10, 11, and 12 of Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t\t(iii)\tRepair or replace damaged parts with serviceable parts prior to further flight. \n\t(b)\tFor engines thathave complied with all portions of AD 89-12-04, or Textron Lycoming SB No. 484, dated January 30, 1989, on the effective date of this AD, accomplish the following: \n\t\t(1)\tWithin 25 hours TIS after the effective date of this AD, and thereafter, at intervals not to exceed 25 hours TIS until the new design One-piece Exhaust Riser Kit (05K21503) has been installed in accordance with paragraph (b)(2)(i) of this AD, accomplish the following; \n\t\t\t(i)\tInspect all exhaust system joints, flanges, couplings and brackets for heat damage, distortion, cracks or excessive wear, in accordance with Textron Lycoming SB No. 484, dated January 30, 1989. \n\t\t\t(ii)\tInspect the exhaust system for proper slip joint engagement by measuring distances between pipe end points in accordance with Appendix 1 of this AD. \n\t\t\t(iii)\tIf damage is observed in the exhaust system or measurements exceed allowable dimensions, repair or replace parts with serviceable parts, as necessary prior, to further flight. \n\t\t\t(iv)Reassemble and align exhaust system in accordance with Textron Lycoming SB No. 484, dated January 30, 1989, and Appendix 1 of this AD. \n\t\t(2)\tWithin 75 hours TIS after the effective date of this AD, accomplish the following: \n\t\t\t(i)\tInstall new design One-piece Exhaust Riser Kit (05K21503) and manifold retainer kit (05K19650-S) in accordance with Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t\t(ii)\tThereafter, at intervals not to exceed 100 TIS, perform exhaust system inspections specified in paragraph (a)(2)(i) and (a)(2)(ii) of this AD. Operators need to determine the minimum engagement of only exhaust pipes LW-16102 and LW-16103 by referring to Appendix 1 of this AD. \n\t\t\t(iii)\tThe repetitive 25 hours TIS inspections required by paragraph (b)(1) of this AD are not required after installation of the new design One-piece Exhaust Riser Kit (05K21503) and the Manifold Retainer Kit (05K19650-S) in accordance with paragraph (b)(2)(i) of this AD. \n\t(c)\tAn alternative method ofcompliance or adjustment of the initial compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. \n\t(d)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the inspection may be performed. \n\t(e)\tThe actions required by this AD shall be done in accordance with the following Textron Lycoming SB's: \n\n\nDocument No.\nPages\n Date \nNo. 484\n1-4\nJanuary 30, 1989 \nTotal pages: 4. \n\n\nNo. 499\t\t\n1-4\nJune 14, 1991 \nTotal pages: 4. \n\n\n\nThis 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 as of November 4, 1991. Copies may be obtained from Textron Lycoming/Subsidiary of Textron Inc., Williamsport, PA 17701; telephone (717) 327-7278, fax (717) 327-7022. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\t(f)\tThis amendment becomes effective on June 27, 1996.
77-18-06: 77-18-06 BOEING: Amendment 39-3034 as amended by Amendment 39-3048. Applies to Boeing Model 727 series airplanes with horizontal stabilizer center section front spar junction fittings, P/Ns 65- 17448-1 or 65-31273-1, certificated in all categories. Compliance required as indicated.\n \n\tTo detect cracks in the horizontal stabilizer center section front spar fitting, accomplish the following: \n\tA.\tWithin the next 750 flight hours time-in-service from the effective date of this AD or prior to January 1, 1978, whichever occurs first, unless accomplished per paragraph B of AD 77-10-08 or since April 20, 1977, inspect the horizontal stabilizer center section front spar junction fittings for cracks in the forward lugs in accordance with one of the inspections of paragraph B of this AD or dye penetrant procedures with the jackscrew support arms removed. Following the inspection, apply LPS 3, BMS 3-23 or equivalent corrosion inhibitor to the lugs. Reinspect per paragraph C of this AD.B.\tInspect the eight (8) lugs of the horizontal stabilizer center section front spar junction fitting which attach the jackscrew support arms to the fitting in accordance with one of the following: \n\t\t1.\tEddy current inspection with the jackscrew support arms removed as specified in Boeing Alert Service Bulletin No. 727-55-A69, or later FAA approved revisions, or equivalent. \n\t\t2.\tLow frequency eddy current inspection with the jackscrew support arms installed as specified in Boeing Alert Service Bulletin No. 727-55-A69, Revision 1, or later FAA approved revisions. \n\t\t3.\tA procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\tFollowing each inspection, apply LPS 3, BMS 3-23 or equivalent corrosion inhibitor to the lugs. \n\tC.\t1.\tExcept as provided for in paragraph C.2 below, repeat the inspections per paragraph B of this AD at intervals of either a or b below: \n\t\t\ta.\t1,500 flight hours time-in-service or nine (9) months from the last inspection, whichever occurs first, or \n\t\t\tb.\t3,000 flight hours time-in-service or eighteen (18) months from the last inspection, whichever occurs first, if the fittings are reworked in accordance with Boeing Alert Service Bulletin No. 727-55-A69, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t2.\tAirplanes which were inspected prior to the effective date of this AD (September 12, 1977), and since April 20, 1977 (by eddy current or dye penetrant methods equivalent to those specified in paragraph B of AD 77-10-08), may be reinspected in accordance with a or b below but are subject to the limitations set out in c below: \n\t\t\ta.\tWithin 1,500 flight hours time-in-service from the last inspection. \n\t\t\tb.\tWithin 750 flight hours time-in-service from the effective date of this AD (September 12, 1977). \n\t\t\tc.\tNotwithstanding the provisions of paragraph a and b above, the repeat inspection must beaccomplished no later than nine (9) months from the effective date of this AD and thereafter at the intervals specified in C.1. \n\tD.\tCracked fittings are to be replaced or repaired prior to further flight in accordance with Boeing Alert Service Bulletin No. 727-55-A69, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Report findings of cracks directly to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, within 64 hours after detection. Include in the report, description of the crack(s), method used to detect the crack(s), and airplane total time in flight hours. (Reporting approved by the Bureau of the Budget under BOB No. 04- R0174.) \n\tE.\tTerminating action of this AD consists of replacement of the horizontal stabilizer center section front spar junction fitting with a 7075-T73 aluminum alloy material fitting, Boeing P/N 65-31273- 4, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tF.\tAirplanes may be ferried to a maintenance base for repairs or replacement in accordance with FAR 21.197, subject to prior approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tG.\tRequests for adjustments of the inspection threshold and intervals in this AD should be made directly to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Such requests should contain substantiating data to justify the increase. \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 also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAirworthiness Directive 77-10-08, Amendment 39-2901, was superseded by Amendment 39-3034. \n\tAmendment 39-3034 became effective September 12, 1977. \n\tThis amendment 39-3048 becomes effective October 3, 1977.
82-27-04: 82-27-04 MCDONNELL DOUGLAS: Amendment 39-4526. Applies to McDonnell Douglas Model DC-8 Series 70 airplanes as modified by Camma Corp. STC SA1343NM which installs air cycle air conditioning systems. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent moisture from freezing in the pitot lines in the turbo-compressor compartment which may result in inaccurate airspeed information, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, install pitot line strip heaters in accordance with McDonnell Douglas DC-8 Alert Service Bulletin A30-39, Revision 1, dated October 21, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The FAA, Director of Flight Operations has authorized an extension to the pitot heat monitoring system requirements of FAR 121.342(b) to April 12, 1983, for these airplanes. \n\n\tB.\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\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\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\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168, or Los Angeles Aircraft Certification Office, 4344 Donald DouglasDrive, Long Beach, California 90808. \n\n\tThis amendment becomes effective January 3, 1983.
2009-23-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: \n\n\tIt has been found the possibility of heating deactivation of Air Data System (ADS) sensors due to its inadequate automatic logic, when ADS/AOA knob is on AUTO position associated with the following messages: \n\n--DC BUS 1 OFF displayed on Crew Alerting System --CAS in conjunction with STBY HTR FAIL (which means loss of power on DC BUS 1); or \n--EMER BUS OFF displayed on CAS (which means loss of power on EMERGENCY BUS); or \n--ELEC EMERGENCY displayed on CAS (which means Electrical Emergency). \n\n\tThe loss of airplane air data sensors heating may cause ice buildup on their surfaces, which in turn may cause wrong pressure acquisitions resulting in erroneous flight parameters indication to the flight crew. Since this condition may occur in other airplanes of the same type and affects flight safety, an immediate corrective action is required. Thus, sufficient reason exists to request compliance with this AD in the indicated time limit. \n\n\tThis AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-09-02: 73-09-02 MCDONNELL DOUGLAS: Amendment 39-1628 as amended by Amendments 39-1926, 39-2004 and 39-2850 is further amended by Amendment 39-3401. Applies to Model DC-9-10 Series Airplanes certificated in all categories. \n\n\tCompliance required as indicated: \n\n\tTo detect fatigue cracks in the fuselage frames (P/N 9915590, 9958198, 9958200 and 9958202) at fuselage stations 503, 525, or 544 accomplish the following: \n\n\tA.\t1.\tFor airplanes with 10,000 hours or more time in service on the effective date of this A.D., unless already accomplished within the last 500 hours time in service prior to the effective date of this A.D., within the next 1000 hours time in service and thereafter at intervals not to exceed 2000 hours time in service from the last inspection, inspect the left and right hand lower sections of the fuselage frames P/N 9915590, 9958198, 9958200, and 9958202, in accordance with the instructions and procedures of paragraph B, below. \n\n\t\t2.\tFor airplanes with less than 10,000 hours time in service on the effective date of this A.D., comply with paragraph (B) before the accumulation of 11,000 hours time in service. \n\n\tB.\t1.\tVisually inspect for evidence of cracking, using dye penetrant methods and/or a magnifying glass with a minimum of 4-power, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, the areas between and surrounding the two upper bolts (including the inboard flange of the lower section of the frame) which attach the rear face of the lower section of the fuselage frames (9915590, 9958198, 9958200 and 9958202) to the transverse floor beam member at fuselage stations 503, 525, and 544, both left and right hand sides. \n\n\t\t2.\tIf cracks are found: \n\n\t\t\ta.\tReplace with a new part(s) of the same design; or, \n\n\t\t\tb.\tRepair per an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region; or \n\n\t\t\tc.\tRepair per the instructions specified in Douglas Service Bulletin 53-117, dated December 21, 1973, or later FAA-approved revisions. \n\n\t\t3.\tIf a new part(s) of the same design are installed per B.2.a., or repairs accomplished per B.2.b., above, the repetitive inspections per this A.D. may be discontinued for that part(s) only, until the new part has accumulated an additional 10,000 hours time in service, at which time reinstate the program of repetitive inspections and/or corrective action per this A.D. \n\n\t\t4.\tIf a repair incorporating Service Bulletin 53-117, dated December 21, 1973, or later FAA-approved revisions, per B.2.c., above, or an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region, is accomplished, the inspections required by this A.D. may be terminated, and normal, routine maintenance practices reinstated. \n\n\tAmendment 39-1628 became effective May 30, 1973. \n\n\tAmendment 39-1926 became effective August 26, 1974. \n\n\tAmendment 39-2004 became effective November 13, 1974. \n\n\tAmendment 39-2850 became effective March 20, 1977. \n\n\tThis amendment 39-3401 becomes effective January 31, 1979.
2009-12-10: The FAA is superseding an existing airworthiness directive (AD), which applies to all BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ airplanes. That AD currently requires repetitive inspections for corrosion of frames 15, 18, 41, and 43 and applicable related investigative and corrective actions. The existing AD also provides an optional action that would extend the repetitive inspection interval. This new AD also requires a high frequency eddy current inspection for corrosion of the outer frame flanges and door hinge bosses of frames 15, 18, 41, and 43. This AD results from a report indicating that corrosion has been detected in the outer frame flanges and door hinge bosses during scheduled maintenance. We are issuing this AD to prevent reduced structural integrity of the airplane.
94-25-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model ATP airplanes. This action requires inspections to detect cracking in certain oil coolers, and replacement of cracked coolers with serviceable coolers. The amendment also provides for termination of the inspections by installing certain reworked and re-identified oil coolers. This amendment is prompted by reports of cracking in the welded seams of certain oil coolers. The actions specified in this AD are intended to prevent loss of engine oil due to cracking in the oil cooler, which may lead to a forced shutdown of the engine.
2000-15-15: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9, Model MD-90-30, Model 717-200, and Model MD-88 airplanes, that currently requires inspecting the general condition of the jackscrew assembly and the area around the jackscrew assembly to detect the presence of metal shavings and flakes. This amendment also requires inspecting for metallic particles in the lubrication for the jackscrew assembly of the horizontal stabilizer and surrounding area to detect any discrepancy; follow-on actions; and corrective actions, if necessary. This amendment is prompted by numerous reports from operators that indicate instances of metallic shavings in the vicinity of the jackscrew assembly and gimbal nut of the horizontal stabilizer. The actions specified in this AD are intended to prevent loss of pitch trim capability due to excessive wear of the jackscrew assembly of the horizontal stabilizer, which could result in reduced controllability of the airplane.\n\n\tThe incorporation by reference of Boeing Alert Service Bulletin DC9-27A362, Revision 02, dated March 30, 2000; Boeing Alert Service Bulletin MD90-27A034, Revision 02, dated March 30, 2000; and Boeing Alert Service Bulletin 717-27A0002, Revision 02, dated March 30, 2000; as listed in the regulations; is approved by the Director of the Federal Register as of August 23, 2000.\n\n\tThe incorporation by reference of Boeing Alert Service Bulletin DC9-27A362, dated February 11, 2000; Boeing Alert Service Bulletin MD90-27A034, dated February 11, 2000; and Boeing Alert Service Bulletin 717-27A0002, dated February 11, 2000; as listed in the regulations; was approved previously by the Director of the Federal Register as of March 6, 2000 (65 FR 10379, February 28, 2000).\n\n\tComments for inclusion in the Rules Docket must be received on or before October 10, 2000.
2009-23-10: The FAA is superseding an existing airworthiness directive (AD) that applies to all Boeing Model 737-300, -400, and -500 series airplanes. The existing AD currently requires inspecting to determine if certain carriage spindles are installed, repetitive inspections for corrosion and indications of corrosion on affected carriage spindles, and if necessary, related investigative and corrective actions. The existing AD also provides optional terminating action. For certain airplanes, this new AD would reinstate the requirements of the existing AD. This AD results from the exclusion of certain carriage spindles from the requirements of the existing AD, and additional reports of corrosion found on carriage spindles that are located on the outboard trailing edge flaps. We are issuing this AD to detect and correct corrosion of the carriage spindle, which could result in fracture. Fracture of both the inboard and outboard carriage spindles, in the forward ends through the large diameters, on a flap, could adversely affect the airplane's continued safe flight and landing. \n\nDATES: This AD becomes effective November 24, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of November 24, 2009. \n\tOn August 5, 2008 (73 FR 42259, July 21, 2008), the Director of the Federal Register approved the incorporation by reference of a certain other publication listed in the AD. \n\tWe must receive any comments on this AD by December 24, 2009.