Results
2020-16-02: The FAA is adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Models PC-6, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC-6/B1-H2, PC-6/B2-H2, PC-6/ B2-H4, PC-6/C-H2, PC-6/C1-H2, PC-6-H1, and PC-6-H2 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 rudder shaft assemblies with incorrect rivet configurations. The FAA is issuing this AD to address the unsafe condition on these products.
99-19-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Gulfstream American (Frakes Aviation) Model G-73 (Mallard) and G-73T series airplanes, that requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the airframe pneumatic deicing boots. This amendment is prompted by reports of inflight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to ensure that flightcrews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
74-10-05 R1: 74-10-05 R1 PRATT & WHITNEY AIRCRAFT: Amendment 39-1834 as amended by Amendment 39-3972. Applies to all Pratt & Whitney Aircraft JT9D-7, JT9D-7A, and JT9D-20 turbofan engines. Compliance required as follows unless already accomplished. To preclude possible turbine blade or disc failures resulting from deflection of the second stage turbine nozzle guide vane inner support, perform a radioisotope inspection in accordance with paragraph 8 below per the following schedule: 1. Engines containing second stage vanes, P/N 708952. a. For vanes with less than 4000 hours total time in service or less than 4000 hours since the fuel nozzles and supports were last cleaned, as of June 7, 1974, inspect prior to the accumulation of 4000 hours total time, or 4000 hours since the fuel nozzles and supports were last cleaned, or 400 hours time in service after June 7, 1974, whichever occurs later. b. For vanes with 4000 or more hours total time in service and 4000 or more hours since the fuel nozzles and supports were last cleaned, as of June 7, 1974, inspect within the next 400 hours time in service. c. Repeat the above inspection every 700 hours time in service thereafter. 2. Engines containing second stage vanes, P/N 708952, that were reworked per Pratt & Whitney Service Bulletin 3946 and reidentified to P/N 728752 and operated in engines prior to rework. a. Inspect within the next 400 hours time in service after June 7, 1974. b. Repeat the above inspection every 700 hours time in service thereafter. 3. For engines containing new production second stage vanes 719552, 728752, 731552, 735882, 740292, 747082, 746492, and 747172, not reworked in accordance with Service Bulletin 3946 and operated prior to the incorporation of Pratt & Whitney Service Bulletin 4146. a. For vanes with less than 5000 hours total time in service or less than 4000 hours since the fuel nozzles and supports were last cleaned, as of June 7, 1974, inspect prior to the accumulation of 5000 hours total time, or 4000 hours since the fuel nozzles and supports were last cleaned, or 400 hours time in service after June 7, 1974, whichever occurs later. b. For vanes with 5000 or more hours total time in service and 4000 or more hours since the fuel nozzles and supports were last cleaned, as of June 7, 1974, inspect within the next 400 hours time in service. c. Repeat the above inspection every 2500 hours time in service thereafter. 4. For engines containing second stage vanes, 719552, 728752, 731552, 740292, and 747172, that have incorporated Pratt & Whitney Service Bulletin 4146 before operation. a. For vanes with less than 5000 hours total time in service or less than 5000 hours since the fuel nozzles and supports were cleaned, as of June 7, 1974, inspect prior to the accumulation of 5000 hours total time or 5000 hours since the fuel nozzles and supports were cleaned, or 400 hours time in service after June 7, 1974, whichever occurs later. b. For vanes with more than 5000 hours total time in service and 5000 or more hours since the fuel nozzles and supports were cleaned, as of June 7, 1974, inspect within the next 400 hours time in service. c. Repeat the above inspection every 2500 hours time in service thereafter. 5. If any radioisotope inspection mentioned above indicates a deflection which exceeds .070 inch, remove the affected engine from service prior to further flight. 6. For engines containing a complete set of second stage vanes 735882, 746492, 747082, 772572, or 785992 that have incorporated Pratt & Whitney Service Bulletin 4146 before operation. a. For vanes with less than 5000 hours total time in service or less than 5000 hours since the fuel nozzles and supports were cleaned, as of May 10, 1974, inspect prior to the accumulation of 5000 hours total time or 5000 hours since the fuel nozzles and supports were cleaned, or 400 hours time in service after May 10, 1974, whichever occurs later. b. For vanes with more than 5000 hours total time in service and 5000 or more hours since the fuel nozzles and supports were cleaned, as of May 10, 1974, inspect within the next 400 hours time in service. c. Repeat the above inspection every 2500 hours time in service thereafter. 7. If the radioisotope inspection in accordance with paragraph 6 above indicates vane deflection which exceeds 0.130 inches, remove the affected engine from service prior to further flight. Engines with vane deflection greater than 0.070 inches and up to 0.130 inches must be reinspected every 1250 hours time in service thereafter. Engines with vane deflection of 0.070 inches and less must be reinspected every 2500 hours time in service thereafter. 8. The inspections required above are radioisotope inspections conducted as follows: a. For JT9D-7 and JT9D-7A engines, inspect in accordance with radioisotope inspection procedures specified in the Boeing Maintenance Manual, Section 72-00-00, Paragraph E(7), Pages 680N and 680P, revision dated March 1974, for those engines, or later Federal Aviation Administration approved revision. b. For JT9D-20 engines, inspect in accordance with radioisotope inspection procedures specified in the McDonnell-Douglas Maintenance Manual, Section 72-00-00, Paragraph 2.G., Pages 631 and 633, revision dated May 1973, for this engine, or later Federal Aviation Administration approved revision. 9. Upon submittal of substantiating data through a Federal Aviation Administration Inspector, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region, may adjust the compliance time. 10. For cases where vanes are mixed, if ten or more vanes of any one of the above part numbered categories are installed in an engine, the most restrictive category will apply. The manufacturer's specifications and procedures identified and described in this directive areincorporated 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 The Boeing Company, Post Office Box 3707, Seattle, Washington 98124 and McDonnell- Douglas Corporation, Douglas Aircraft Company, 3855 Lakewood Boulevard, Long Beach, California 90801. These documents may also be examined at the Office of the Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803 and at Federal Aviation Administration 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 Federal Aviation Administration at its headquarters in Washington, D.C., and at the New England Regional Office in Burlington, Massachusetts. Note: Pratt & Whitney Alert Service Bulletin 4304 pertains to this subject. Amendment 39-1834 became effective June 7, 1974. This amendment 39-3972 becomes effective November 17, 1980.
72-02-05: 72-02-05 BELL: Amdt. 39-1380. Applies to: Bell Models 47G-2A, 47G-2A-1, 47G-3, 47G-3B, 47G-3B-1, 47G-3B-2, 47G-4, 47G-4A, 47G-5, 47J-2, and 47J-2A helicopters certificated in all categories; Bell Model 47J helicopters, S/N 1777 and subsequent, certificated in all categories; and Bell Models 47G, 47G-2, and 47J helicopters, S/N 1420 through 1776, certificated in all categories incorporating Bell Mast Controls Kit No. 47-3411-1, Service Instruction No. 333. Compliance required as indicated. To detect possible cracks in the tube surface of control rod assembly, P/N 47-150-255-1, accomplish the following: (a) Inspect both control tubes within 100 hours time in service after the effective date of this AD, unless already accomplished, in accordance with the procedures listed below and accomplish repetitive inspections at intervals of not more than 1200 hours time in service from the last inspection. (b) Inspect the complete external surface of the tube for indications of cracks using a dye penetrant or equivalent inspection method. (c) If crack indications are found polish out and blend all indications into the adjacent areas and reinspect as follows: (1) Use 240 or 320 grit paper then use 400 grit paper for final polish. Sand only in the lengthwise direction of the tube. (2) Do not exceed .005 inch deep removal of material. Circumferential (transverse) cleanup of indication is limited to one-fourth of the tube circumference. There is no restriction of the longitudinal length limit. (3) Reinspect the polished surface of the tube for cracks using a dye penetrant or equivalent inspection method. (4) If cracks are found remove the cracked tube before further flight. (d) If no crack indications are found protect any exposed surfaces of the tube using zinc chromate primer or equivalent. (Bell Helicopter Service Bulletin No. 47-146 dated August 26, 1971 pertains to this subject.) This amendment becomes effective February 22, 1972.
2017-12-10: We are adopting a new airworthiness directive (AD) for certain Airbus Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a full scale fatigue test campaign on these airplanes in the context of the extended service goal. This AD requires inspections of the affected frame locations, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2006-09-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes; and A340-541 and A340-642 airplanes. This AD requires operators to revise the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new information. This information includes, for all affected airplanes, decreased life limit values for certain components; and for Model A330- 200 and -300 series airplanes, new inspections, compliance times, and new repetitive intervals to detect fatigue cracking, accidental damage, or corrosion in certain structures. This AD results from a revision to subsection 9-1 of the Airbus A330 and A340 Maintenance Planning Documents (MPD) for Life limits/Monitored parts, and subsection 9-2 of the Airbus A330 MPD for Airworthiness Limitations Items. We are issuing this AD to prevent fatigue cracking, damage, or corrosion, which could result in reduced structural integrity of these airplanes.
99-19-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model L-14 and L-18 series airplanes, that requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the airframe pneumatic deicing boots. This amendment is prompted by reports of inflight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to ensure that flightcrews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
66-16-03: 66-16-03 BRITISH AIRCRAFT CORPORATION: Amdt. 39-255 Part 39 Federal Register July 1, 1966. Applies to Model BAC 1-11 Series Airplanes Equipped with Aluminum Alloy Rocking Lever, P/N CH504-008, in the Rudder Feel Simulator Unit. Compliance required as indicated. To prevent fatigue failure of the rocking lever in the rudder feel simulator unit, accomplish the following: (a) Replace aluminum alloy rocking levers, P/N CH504-008, with 2,900 or more hours' time in service on the effective date of this AD with an unused part of the same part number or with steel rocking lever, P/N CH504-020 or CH504-021, within the next 100 hours' time in service. (b) Replace aluminum alloy rocking levers, P/N CH504-008, with less than 2,900 hours' time in service on the effective date of this AD with an unused part of the same part number or with steel rocking lever, P/N CH504-020 or CH-504-021, before the accumulation of 3,000 hours' time in service. (British Aircraft Corporation (BAC) One-Eleven Alert Service Bulletin 27-A-PM 1248 pertains to this subject.) This directive effective July 31, 1966.
2006-09-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-100, -200, and -300 series airplanes. That AD currently requires repetitive inspections to detect cracking of certain lower lobe fuselage frames, and repair if necessary. This new AD retains all the requirements of the existing AD, and adds airplanes to the applicability. This AD results from reports indicating that fatigue cracks were found in lower lobe frames on the left side of the fuselage. We are issuing this AD to detect and correct fatigue cracking of certain lower lobe fuselage frames, which could lead to fatigue cracks in the fuselage skin, and consequent rapid decompression of the airplane. \n\n\nDATES: This AD becomes effective June 7, 2006. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of June 7, 2006. \n\n\tOn May 5, 1999 (64 FR 15298, March 31, 1999), the Director of the FederalRegister approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2408, dated April 25, 1996.
47-42-11: 47-42-11 DOUGLAS: (Was mandatory Note 8 of AD-781-1.) Applies to the Following DC-6 Aircraft: Serial Numbers 42854 to 42894, Inclusive; 43000 to 43012, Inclusive; 43055, 43056, and 43062. \n\nRework to be accomplished not later than December 15, 1947. (See Note 47-42-19.) \n\nCracks have been found near the ends of the tail stub extension of the horizontal stabilizer front spar caps, top and bottom, just inboard of the stabilizer joint. In order to prevent cracks from traveling to a point which may impair the airworthiness of the aircraft, the rework described below shall be accomplished. Until such time as the rework is accomplished, inspect the area in question at every No. 2 inspection period according to instructions contained in Douglas Telegram A-214-529, 012/RLT, dated July 25, 1947. \n\nA.\tCut a 7/8-inch diameter hole through skin and doubler only, 1 5/16 inches inboard and 21/32 inch aft of inboard fitting attaching bolt. Use special tools furnished by Douglas Aircraft Co., being careful not to scratch the spar cap. Strip primer off 7/8-inch diameter area on spar cap and inspect for cracks with high-power lens (40 power). If cracks are found, make a record of the location and extent of crack. \n\nB.\tDrill 0.250-inch diameter stop hole through spar cap, 1 5/16 inches inboard and 21/32 inch aft of inboard fitting attaching bolt and burr, regardless of whether cracks are found. If cracks are found that will extend inboard beyond the location of the stop hole, do not operate airplane until further salvage rework instructions have been obtained. Cover holes in skin and doubler with sheet metal plug and fabric patch cemented in place. (Douglas E.O. No. 5339013 (Salvage E.O. Serial No. 375) describes the rework of installing the stop hole.)
96-11-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain IAI, Ltd., Model 1125 Westwind Astra series airplanes. This action requires a visual inspection for clearance between the hydraulic lines/vacuum lines and the electrical wire bundles, and repair or replacement of damaged lines or wire bundles with serviceable parts. This AD also requires installation of neoprene hose around the affected hydraulic lines and vacuum lines. This amendment is prompted by a report indicating that chafing was found on a hydraulic line. The actions specified in this AD are intended to prevent such chafing, which could result in leakage of hydraulic fluid and subsequent loss of one of the two hydraulic systems.
2006-09-09: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 767 airplanes. This AD requires repetitive inspections for cracking in the skin, the bulkhead outer chord, and the strap of the bulkhead outer chord at station (STA) 1725.5; and repair if necessary. This AD also provides for repairs, which are optional for airplanes on which no cracking is found, that terminate certain inspections. This AD results from reports of cracking in the skin panel common to stringer 7R and aft of the STA 1725.5 butt splice, and in the strap of the bulkhead outer chord at STA 1725.5. We are issuing this AD to detect and correct cracking in the skin, the bulkhead outer chord, or the strap of the bulkhead outer chord in this area, which could progress into surrounding areas and result in reduced structural integrity of the support structure for the vertical or horizontal stabilizer and subsequent loss of control of the airplane.
52-08-01: 52-08-01 LOCKHEED: Applies to Certificated Army and Navy Versions of the Model 18 Aircraft Designated C57, C57B, R50-1, R50-2, R50-3, R50-5, R50-6, C60, C60A and C59. Compliance required at next annual inspection, but in no event later than June 1, 1953. Inspect all Lockheed Model 18 Series aircraft which have been converted from a military version to civil status, for compliance with Lockheed Drawing No. 50829, change A, to provide seal at the inboard end of the integral fuel tanks (inside fuselage) to prevent gasoline fumes from accumulating in the passenger compartment in case of fuel tank leakage. Inspection of the area can be accomplished by removal of the overhead panels adjacent to the fuselage skin in the No. 3 and No. 4 baggage compartments or by removing floor panels in the cabin. Diaphragms and vents must be installed in accordance with Lockheed Drawing No. 50829 (or equivalent). (Drawing No. 50829, change A, covering the required installation may be obtained from Lockheed Aircraft Corp., Burbank, Calif.)
47-06-09: 47-06-09 BEECH: (Was Mandatory Note 1 of AD-2-582-2 and Mandatory Note 4 of AD-757-2.) Applies to All AT-11 and C18S Airplanes Equipped With 33-Inch Tires. Compliance required at next periodic inspection. To prevent collapse of the landing gear due to cracking of the shock cylinder retracting leg attachment lugs or failure of the retracting legs the following items should be complied with: (1) Check the rear leg and lug lengths to ascertain whether they have been previously modified. Rear legs (Beech P/N 18820) 22 7/8 inches between hole centers should be installed only with cylinders having original lugs (approximately 1 7/8 inches from centerline of holes to outside of cylinder wall). Rear legs 23 19/64 inches between hole centers should be installed only with cylinders having short modified lugs (approximately 7/8 inch from centerline of holes to outside of cylinder wall). Legs 23 19/64 inches long with a 1 3/4 inches diameter reinforcing tube welded to the original ends should be replaced with Beech P/N 804-188416. (2) Inspect the shock cylinder lugs for cracks. If cracks are found in the lugs either the cylinder must be replaced or the cracks repaired. Contact FAA, Kansas City, MO., for repair methods. (Beech Service Bulletin C18-6 covers this same subject.)
52-28-02: 52-28-02 BELLANCA: Applies to Models 14-13, 14-13-2, 14-13-3 Aircraft, Serial Numbers Up to Number 1584. Compliance required as soon as practicable, but not later than next engine overhaul after January 1, 1953. In order to eliminate possible hazard due to excessive pressure from the engine-driven fuel pump, install a high-pressure relief valve between the fuel pump outlet and the inlet side of the hand wobble pump. (Bellanca Service Bulletin No. 23 covers this same subject.)
2003-12-09: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146 series airplanes, that requires modification of the flight annunciator box. This action is necessary to prevent traffic collision avoidance system (TCAS) aural messages and resolution advisories of the TCAS from being inhibited following a ground proximity warning system alert or test message, which could prevent the TCAS from providing attention- getting alerts, and could result in the consequent possibility of a mid-air collision or near mid-air collision. This action is intended to address the identified unsafe condition.
2003-12-08: This amendment adopts a new airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-80A1/A3 and CF6- 80C2A PMC series turbofan engines. This amendment requires performing either a directional pilot valve (DPV) pressure switch moisture purge procedure and an operational check of the fan reverser or replacing the DPV assembly with a serviceable assembly and performing an operational check of the fan reverser. Thereafter, this AD requires one of these actions on a repetitive basis. This amendment is prompted by a review of fan reverser safety analyses resulting from the discovery of an undetectable failure mode of the DPV pressure switch on certain GE CF6- 80C2A and CF6-80A1/A3 engine models. The actions specified by this AD are intended to prevent inadvertent fan reverser deployment, which, if it occurred in-flight, could result in loss of control of the airplane.
2020-15-13: The FAA is superseding Airworthiness Directive (AD) 2017-02-07 for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB- BK 117 C-2 and Model MBB-BK 117 D-2 helicopters. AD 2017-02-07 required a repetitive inspection and a one-time torque of each hydraulic module plate assembly attachment point (attachment point). This new AD retains the initial inspection and torque requirements of AD 2017-02-07 and requires replacing the attachment point hardware. This AD was prompted by a terminating action has been developed to address the unsafe condition. The actions of this AD are intended to address an unsafe condition on these products.
2008-22-20: 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: During fatigue tests (EF3) on the A340-600, damages were found in longitudinal doubler at VTP [vertical tail plane] attachment cutout between Frame (FR) 80 and FR86. This damage occurred between 58341 and 72891 simulated Flight Cycles (FC). Due to the higher Design Service Goal and different design (e.g., doubler thickness) [of the] A330-200/-300 and A340-300 aircraft series, the damage assessment concluded [there was] potential impact on [the airplanes specified in the] applicability. * * * * * The unsafe condition is crack propagation in the VTP attachment cutout, which could reduce airplane structural integrity in the tail section. We are issuing this AD to require actions to correct the unsafe condition on these products.
99-23-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050 series airplanes. This action requires replacement of the lighting plates of the fuel control panel and the electrical power control panel with new, improved lighting plates. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent internal short circuits in the fuel control and electrical power control panels, which could result in burning of the panels and consequent smoke in the flight deck area.
95-21-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model ATP airplanes, that requires an inspection to ensure that various components of the retraction actuator of the nose landing gear (NLG) are secure, and an inspection of the bearing cap mounting holes for correct hole and thread length. This AD also requires a later inspection for certain discrepancies of the retraction actuator; installation of revised tolerance bushings; and correction of any discrepancy found. This amendment is prompted by reports of failure of the attachment bolts of the bearing cap of the retraction actuator of the NLG. The actions specified by this AD are intended to prevent the inability to raise or lower the NLG, or possible collapse of the NLG, due to failure of the attachment bolts of the bearing cap.
85-16-05: 85-16-05 BOEING: Amendment 39-5111. Applies to Model 727 and Model 737 series airplanes as specified in Boeing Service Bulletins 727-25-277 dated February 23, 1984, and 737- 25-1171 dated August 10, 1984, respectively, certificated in any category. To assure adequate lavatory fire protection, accomplish the following within one year after the effective date of this amendment, unless previously accomplished: \n\n\tA.\tFor Boeing Model 727 airplanes, modify lavatories in accordance with Boeing Service Bulletin 727-25-277 dated February 23, 1984, or later FAA approved revisions. \n\n\tB.\tFor Boeing Model 737 airplanes, install lavatory placards in accordance with Boeing Service Bulletin 737-25-1171 dated August 10, 1984, or later FAA approved revisions. \n\n\tC.\tAn alternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may beissued 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\tAll persons affected by this directive who have not already received Boeing Service Bulletins 727-25-277 and 737-25-1171 may obtain copies upon request to 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 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 6, 1985.
2006-09-04: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Model Falcon 900EX airplanes. This AD requires inspecting the number 2 engine left- and right-hand forward mounts for missing rivets, and installing rivets if necessary. This AD results from reports of two missing rivets in the front section of the central engine mast discovered on airplanes in service and in production. We are issuing this AD to detect and correct missing rivets in the front section of the central engine mast, which could result in reduced structural integrity of the central engine mast, possible separation of the engine from the airplane during flight, and consequent loss of control of the airplane.
2003-12-04: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and -145 series airplanes, that requires replacing the four Gamah clamp/sleeve joints on an engine bleed air duct with new threaded coupling assemblies. For certain airplanes, this AD also requires replacing the two supports for the engine bleed air duct with two new supports. The actions specified by this AD are intended to prevent hot air leaks from the bleed air duct due to disconnection of the duct joint, which could result in heat damage to components near the duct, and consequent increased risk of fire in the rear baggage compartment. This action is intended to address the identified unsafe condition.
98-24-03 R1: This amendment revises an existing airworthiness directive (AD), applicable to BMW Rolls-Royce GmbH (BRR) Models BR700-710A1-10 and BR700-710A2-20 turbofan engines. The existing AD requires initial and repetitive visual inspections of the engine compressor and combustion core fairings (also referred to as the engine core fairings) and fasteners for correct installation and damage, and verification that the engine core fairing fasteners are torqued to a higher torque value. This amendment increases the repetitive inspection interval to 150 hours time-in-service (TIS) following an initial inspection and follow-on inspection at the current 50 hours TIS interval. This amendment also requires an initial inspection and follow-on inspection at a 50 hours TIS interval following any engine core fairing or fastener removal, repair, or replacement. Repair of engine core fairings has been added as an alternate to engine core fairing replacement, and an inspection for loose engine core fairing(s) has been included to verify correct installation on the engine. Finally, this amendment adds a new paragraph in the compliance section allowing the option to incorporate redesigned core engine fairings as the terminating action to the required repetitive inspections. This amendment is prompted by results of repetitive inspections that indicate that the inspection interval can be increased safely, and by introduction of redesigned engine core fairings. The actions specified by this AD are intended to prevent engine compressor or combustion core fairing detachment and damage to the engine bypass duct, resulting in engine failure and damage to the airplane.