Results
2009-18-03: We are superseding an existing airworthiness directive (AD) for the products listed above. 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: Findings of corrosion, wear and cracks in the upper wing strut fittings on some PC-6 aircraft have been reported in the past. It is possible that the spherical bearing of the wing strut fittings installed in the underwing can be loose in the fitting or cannot rotate because of corrosion. In this condition, the joint cannot function as designed and fatigue cracks may then develop. Undetected cracks, wear and/or corrosion in this area could cause failure of the upper attachment fitting, leading to failure of the wing structure and subsequent loss of control of the aircraft. We are issuing this AD to require actions to correct the unsafe conditionon these products.
99-17-16: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney (PW) PW4000 series turbofan engines, that requires short term criteria for limiting the number of engines with potentially reduced stability on each airplane to no more than one engine, would require initial and repetitive on-wing or test cell cold-engine high pressure compressor (HPC) stability tests, would require removal of engines from service that fail on-wing test acceptance criteria, and would allow a follow-on test cell stability test. The AD also establishes required intervals for stability testing of the remaining engine with potentially reduced stability on the airplane and requirements for reporting test data. This amendment is prompted by a report of a dual-engine HPC surge event and reports of single-engine HPC surge events during the takeoff and climb phases of flight. The actions specified by this AD are intended to prevent an HPC surge event, which could result in enginepower loss at a critical phase of flight such as takeoff or climb. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 24, 1999.
2020-04-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter, A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD was prompted by reports that elevator skin panels were found disbonded as a result of water ingress. This AD requires repetitive detailed inspections of skin panels on both elevators, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
60-10-07: 60-10-07 MARTIN: Amdt. 141 Part 507 Federal Register May 4, 1960. Applies to All Models 202, 202A and 404 Airplanes. Compliance required as indicated. Fatigue failures have occurred on the upper nose gear torque arm, P/N 511653. These failures were approximately 3 inches aft of the safety pin, P/N AN 416-1, which connects the lower torque arm, P/N 511650, to the upper torque arm. As a result of investigation of these failures, the following shall be accomplished prior to June 1, 1960: (a) Unless already accomplished, rework torque arms, P/N's 511650 and 511653, by increasing the 0.125-inch radius, where the arm tapers to the narrow section at the aft end, to 0.25 inch. (b) Visually inspect for cracks, using a 10-power magnifying glass or equivalent, the areas on the nose landing gear upper and lower torque arms at all radii near the apex of each torque arm. If crack indications are found, reinspect the above area using dye penetrant or equivalent. Torque armswith cracks must be replaced prior to further flight. (c) Visually inspect for and remove any nicks or dents in the radius described in (a). (d) Inspect the scissor disconnect bolt safety pin, P/N AN 416-1, for proper overhang to prevent opening. Safety pins with less than 1/4-inch overhang shall be replaced prior to further flight. (e) Repeat inspections (b) and (c) at intervals not to exceed 320 hours' time in service and inspection (d) at each safety pin installation.
2006-06-07: The FAA is adopting a new airworthiness directive (AD) for certain Fokker Model F.28 Mark 0070 and 0100 airplanes. This AD requires inspecting the main landing gear (MLG) main fitting for cracks, and repair if necessary. This AD also requires installing a placard and revising the airplane flight manual to include procedures to prohibit the application of brakes during backward movement of the airplane. This AD results from a report that an MLG main fitting failed on an airplane that was braking while moving backward. We are issuing this AD to detect and correct cracks in the MLG main fitting, which could result in reduced structural integrity of the MLG main fitting.
2019-25-20: The FAA is adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes, type certificated in any category; and Model C-130A, C-130B, C-130BL, C-130E, C-130H, C-130H-30, C-130J, C-130J-30, EC-130Q, HC-130H, KC-130H, NC-130B, NC-130, and WC- 130H airplanes, type certificated in the restricted or amateur category. This AD was prompted by a report indicating that two elevator booster assemblies experienced significant hydraulic fluid leaks, caused by fatigue cracks in the actuator cylinder. This AD requires an inspection to determine the part number of the elevator booster actuator, repetitive ultrasonic inspections of the actuator to detect cracking, and replacement of cracked elevator booster assemblies. The FAA is issuing this AD to address the unsafe condition on these products.
99-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that requires repetitive inspections to detect discrepancies of the lower actuator pins and/or bushings of the horizontal stabilizer, and replacement of any discrepant component with a new component. Replacement of all four actuator pins and bushings terminates the repetitive inspections. This amendment is prompted by a report indicating that a fractured lower actuator pin of the horizontal stabilizer was detected. The actions specified by this AD are intended to detect and correct discrepancies of the lower actuator pins and bushings of the horizontal stabilizer, which could result in reduced structural integrity of the horizontal stabilizer control system, and consequent reduced controllability of the airplane.
99-17-10: This amendment adopts a new airworthiness directive (AD) applicable to Schweizer Aircraft Corporation (SAC) Model 269A, 269A-1, 269B, 269C, 269C-1, and 269D helicopters. This action requires inspecting the tail rotor swashplate shaft (shaft) nut for looseness and, if loose, inspecting the shaft for proper size; subsequently inspecting the shafts not previously inspected; and replacing any undersized shaft prior to further flight. This amendment is prompted by the discovery of an undersized replacement shaft during routine maintenance. The actions specified in this AD are intended to prevent failure of the shaft and subsequent loss of control of the helicopter.
80-06-04 R1: 80-06-04 R1 MCDONNELL DOUGLAS: Amendment 39-3716 as amended by Amendment 39-4909. Applies to DC-9-10 through -40 and (Military) C-9 series aircraft, certificated in all categories, which correspond to the factory serial numbers listed in McDonnell Douglas DC-9 Service Bulletin 57-125, R4, dated June 21, 1983, (hereinafter referred to as SB 57-125, R4) except those airplanes previously modified per Option I of McDonnell Douglas DC-9 Service Bulletin 57-125, original issue, or subsequent revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks and prevent failure of the main landing gear attach fittings, made from 7079-T6 materials identified with basic part (P/Ns) 5911258, 5919289, and 5924841, accomplish the following: \n\n\t(a)\tWithin the next 1,000 hours time in service or 125 calendar days, whichever comes first, after the effective date of this AD, for fittings on airplanes F/N 1 through 414 which have not been shotpeened and the spot faces have not been sealed, and unless already accomplished, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\t(b)\tWithin the next 3,200 hours time in service or 375 calendar days, whichever comes first, after the effective date of this AD, for airplanes F/N 415 through 655, and for airplanes F/N 1 through 414, which have been shotpeened per AD 72-02-03, but the spot faces have not been sealed, and for those which have existing approved treated crack or approved crack rework, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\t(c)\tWithin the next 6,400 hours time in service or 750 calendar days, whichever comes first, after the effective date of this AD, for airplanes F/N 656 through 742, and for airplanes F/N 1 through 655, with uncracked fittings which have been shotpeened per AD 72-02-03, and the spot face is sealed per McDonnell Douglas DC-9 Service Bulletin 57-101, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\tNOTE\t(1):\tThe Table and General Note 2 of the accomplishment instructions of SB 57-125, R4, covers the schedules of paragraphs (a), (b), (c), and (d). \n\n\tNOTE\t(2):\tThe initial and repetitive inspections per Option 2, Phase I, require only five (5) bolts to be removed. (Ref: Crack Locations 2, 9, 11, and 18, View "G-G," page 27, SB 57-125, R4.) \n\n\t(d)\tPrior to September 1, 1985, inspect the area of the MLG attach fitting under the lower inboard flange ends of the lower auxiliary spar cap end fitting (reference crack location 20) in accordance with SB 57-125, R4. Perform rework as outlined in SB 57-125, R4 (Option II; Phase I, II, or III), and repetitively inspect at intervals specified in SB 57-125 R4, page 15, until terminating action is accomplished in accordance with paragraph (j), below. \n\n\t(e)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) in areas identified as Crack Locations 1, 3, 4, 6, and 19, which do not extend beyond the limits given in General Note 11 of the accomplishment instructions of SB 57-125, R4, before further flight: \n\n\t\t(1)\tReplace the fittings per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tTreat the cracks per Phases IV through VII of the accomplishment instructions in SB 57-125, R4, and reinspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever occurs first. \t \n\n\t(f)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) which meet any of conditions of General Note 12 of the accomplishment instructions of SB 57-125, R4, before further flight, replace the fittings per Option 1 of the service bulletin. \n\n\t(g)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) in areas identified as Crack Locations 8, 11, 13, 14, and 15 which are less than 1-1/2 inches long and can be removed per the instructions on General Note 12.B of SB 57-125, R4, or cracks in areas identified as Crack Locations 5 and 12 which are less than 1-1/2 inches, or cracks in Location 17 which are less than 1/2 inch long, which can be removed per the instructions of General Note 12.D of SB 57-125, R4, before further flight: \n\n\t\t(1)\tReplace the fitting per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tRework cracks per General Notes 12.B or 12.D, as applicable, of accomplishment instructions of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever comes first. \n\n\t(h)\tFor fittings which have been inspected per paragraphs (a), (b), (c), or (d), and which have not been modified per SB 57-125, R4, Phase II or Phase III, or by an equivalent modification: \n\n\t\t(1)\tReplace the fitting per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tIf no cracks are found, reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever comes first; or \n\n\t\t(3)\tIf no reworked cracks exist and/or no new cracks are found, and the preventative shotpeen and anti-corrosion rework of AD 72-02-03 has been accomplished, and the spot faces have been sealed in production or per SB 57-101, reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 6,400 hours time in service or 750 calendar days, whichever comes first; or \n\n\t\t(4)\tIf no reworked cracks exist and/or no new cracks are found, accomplish the preventative modification per Option 2, Phase II of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 6,400 hours time in service or 750 calendar days, whichever comes first; or \n\n\t\t(5)\tIf no reworked cracks exist and/or no new cracks are found, accomplish the preventative modification per Option 2, Phase III of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 9,600 hours time in service or 1,125 calendar days, whichever comes first. \n\n\t(i)\tIf cracks are found in locations in the fitting other than those identified in SB 57-125, R4, before further flight, replace the fitting per Option 1 of SB 57-125, R4, or rework in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(j)\tTerminating Action: The repetitive requirements of this AD may be discontinued upon replacement of the existing 7079-T6 fitting with a new 7075-T73 fitting in accordance with Option I of SB 57-125, original issue, or subsequent revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(k)\tAccomplishment of any portion of the inspections, treatments, rework or modifications authorized in McDonnell Douglas DC-9 Service Bulletins 57-76, 57-86, 57-88, and 57-101 required by AD 72-02-03, and which are also outlined in SB 57-125, may be considered as equivalent to that requirement of this AD. \n\n\t(l)\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 required by this AD. \n\n\t(m)\tAlternative inspections, modifications or other actions 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\t(n)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region may adjust the initial and 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 increase for that operator.All 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 may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis supersedes Amendment 39-1378 as amended by Amendments 39-1399, 39-1766, and 39-3126 (AD 72-02-03). \n\n\tAmendment 39-3716 became effective April 24, 1980. \n\n\tThis Amendment 39-4909 becomes effective October 14, 1984.
2006-06-11: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747-100B SUD, 747-300, 747-400, and 747-400D series airplanes; and Model 747-200B series airplanes having a stretched upper deck. This AD requires repetitively inspecting for cracking or discrepancies of the fasteners in the tension ties, shear webs, and frames at body stations 1120 through 1220, and performing related investigative and corrective actions if necessary. This AD results from new reports of severed tension ties, as well as numerous reports of cracked tension ties, broken fasteners, and cracks in the frame, shear web, and shear ties adjacent to tension ties for the upper deck. We are issuing this AD to detect and correct cracking of the tension ties, shear webs, and frames of the upper deck, which could result in rapid decompression of the airplane.