Results
98-06-31: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A310, and A300-600 series airplanes, that requires inspections to detect cracking of the aft door frame area, and repair, if necessary. 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 detect and correct cracks in the aft door frame area, which could result in reduced structural integrity and rapid decompression of the airplane.
2016-07-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 series airplanes. This AD requires an inspection to determine if all oxygen components in the passenger oxygen system are installed, installation of new o-rings, and corrective actions if necessary. This AD was prompted by a report that oxygen tube couplings in the passenger oxygen system could be missing or incorrectly installed. We are issuing this AD to detect and correct oxygen leaks from oxygen tube couplings in the passenger oxygen system, which could result in depletion of emergency oxygen at a faster rate than expected, reduce the passengers' and crews' protection from hypoxia at elevated cabin altitudes, and increase the risk of a fire.
2016-07-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-300, 747SR, and 747SP series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the upper chords of the upper deck floor beams are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections for cracks at the floor panel attachment fastener holes; repetitive inspections for cracks in the upper and lower chords of the upper deck floor beams at permanent fastener locations; repetitive inspections for cracks in certain repaired and modified areas; and related investigative and corrective actions if necessary. This AD also requires repetitive replacement of the upper chords of the upper deck floor beams, including pre-replacement inspections and corrective action if necessary; and post-replacement repetitive inspections and repair if necessary. We are issuing this AD to detect and correct fatigue cracking of the upper chords of the upper deck floor beams. Undetected cracking could result in large deflection or deformation of the upper deck floor beams, resulting in damage to wire bundles and control cables for the flight control system, and reduced controllability of the airplane. Multiple adjacent severed floor beams could result in rapid decompression of the airplane.
2002-16-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger- to a cargo-carrying ("freighter") configuration, that requires, among other actions, installation of a fail-safe hinge, redesigned main deck cargo door warning and power control systems, and 9g crash barrier. This amendment is prompted by the FAA's determination that the main deck cargo door hinge is not fail-safe; that certain main deck cargo door control systems do not provide an adequate level of safety; and that the main deck cargo barrier is not structurally adequate during an emergency landing. The actions specified by this AD are intended to prevent structural failure of the main deck cargo door hinge or failure of the cargo door system, which could result in the loss or opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane, including possible loss of flight control or severe structural damage; and to prevent failure of the main deck cargo barrier during an emergency landing, which could injure occupants.
97-14-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Gulfstream Model G-159 (G-I) airplanes, that currently requires modification and repetitive inspections for cracks in the main landing gear (MLG) retract cylinder attachment fittings. This amendment requires installation of improved attachment fittings which, when accomplished, terminates the requirement for the repetitive inspections. This amendment is prompted by the development of a modification that positively addresses the identified unsafe condition. The actions specified by this AD are intended to prevent failure of the MLG retract cylinder attachment fitting due to fatigue cracking. This condition, if not corrected, could result in the inability to retract the MLG.
91-18-20: 91-18-20 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 8024. Docket No. 91-NM-41-AD. Applicability: Model DHC-7 series airplanes, Serial Numbers 1 through 27, certificated in any category. Compliance: Required, as indicated, unless previously accomplished. To prevent a possible failure of the main landing gear (MLG), accomplish the following: (a) Within one year after the effective date of this AD, remove each MLG upper drag strut assembly from the airplane and perform a non-destructive test in accordance with the Accomplishment Instructions, paragraphs 2.D.(1) through (3), of Menasco Canada, Ltd., Service Bulletin No. 32-18, Revision 1, dated June 5, 1980. (1) If there is no evidence of cracking, prior to further flight, overhaul the assembly in accordance with the Accomplishment Instructions, paragraph 2.D.(4), of the service bulletin. (2) If cracking is evident, prior to further flight, replace the assembly with a serviceable part, in accordance with the service bulletin. NOTE: The Menasco Canada, Ltd., Service Bulletin references Menasco Mfg. Component Maintenance Manual 32-10-16, dated September 1, 1976, as an additional source of service information for performing overhaul procedures. NOTE: In the referenced Menasco Component Maintenance Manual, procedures are found only for "Repair." For this application, repair is equivalent to overhaul. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate airplanes to a base in order tocomply with the requirements of this AD. (d) The inspection, overhaul, and replacement requirements shall be done in accordance with Menasco Canada, Ltd., Service Bulletin No. 32-18, Revision 1, dated June 5, 1980. This 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. Copies may be obtained from Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8024, AD 91-18-20) becomes effective on October 15, 1991.
2016-06-13: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319, A320, and A321 series airplanes. This AD was prompted by investigations that revealed that the cover seal of the brake dual distribution valve (BDDV) was damaged and did not ensure efficient sealing. This AD requires modifying the BDDVs having certain part numbers; modifying the drain hose of the BDDV; checking for the presence of water, ice, and hydraulic fluid; re-identifying the BDDV; and doing related investigative and corrective actions if necessary. We are issuing this AD to prevent damage to the BDDV, which could lead to water ingestion in the BDDV and freezing of the BDDV in flight, possibly resulting in loss of braking system function after landing.
2002-16-18: This amendment adopts a new airworthiness directive (AD), that is applicable to CFM International (CFMI) CFM56-5B and -7B series turbofan engines. This amendment requires retirement of stage 2 low pressure turbine (LPT) nozzle segments and stage 3 LPT nozzle segments, listed in Table 1 of this AD, from service before accumulating 25,000 cycles-since-new (CSN) or at the next LPT module shop visit when either stage 2 LPT nozzle segments or stage 3 LPT nozzle segments are exposed, whichever occurs first. This amendment also requires installation of new design (either new or reworked) nozzle segments, that will aid in containment of the LPT rotor in the event of LPT shaft failure. This amendment is prompted by a report of an LPT shaft failure caused by a hydromechanical unit (HMU) malfunction that induced a higher than anticipated LPT rotor overspeed. The actions specified by this AD are intended to aid in containment of the LPT rotor in the event of LPT shaft failure, which couldresult in uncontained engine failure and damage to the airplane.
76-16-06: 76-16-06 LOCKHEED-CALIFORNIA: Amendment 39-2693. Applies to Lockheed L- 1011-385 Series airplanes certificated in all categories. Compliance required as indicated. To prevent serious degradation of airplane flight performance due to possibility of missing Visco Jet Restrictors, P/N 19XVC112DN1 or P/N VXCA2501112D, in the A and B rudder control system, accomplish the following: (a) Within the next 10 additional hours time in service or 24 hours after receipt of this telegraphic AD, whichever occurs earlier, discontinue training flights, and do not dispatch any airplane with the C system main pump or C system air turbine motor pump inoperative, until (b) is accomplished. (b) Within the next 50 additional hours time in service after receipt of this telegraphic AD, perform the following inspection: (1) Turn on aircraft electric power, no hydraulic power. (2) Turn on B system AC motor driven hydraulic pump. (3) Note and record hydraulic system B pressure indicated on flight engineering panel. (4) Engage 8 degree mechanical rudder limiter stops with switches on overhead instrument panel. (5) Slowly push rudder pedals to move rudder against travel limiter, then continue to push pedal until stop is felt. (6) Note and record system B hydraulic pressure. If pressure is at least 200 psi lower than recorded in step 3, Visco Jet Restrictor is missing. (7) Release pedal. (8) Turn on hydraulic system power transfer unit B to A. (9) Open circuit breaker K-12 on CB-2 panel 'Rudder Servo A.' (10) Switch off rudder Servo with guarded switch on overhead instrument panel. (11) Note and record system A hydraulic pressure on flight engineers panel. (If pressure fluctuates widely turn on/off servos as required to minimize fluctuations.) (12) Repeat item 5. (13) Note and record system A hydraulic pressure. If pressure is at least 200 psi lower than recorded in step 11, Visco Jet Restrictor is missing. (14) Release pedal. (15) Turn off hydraulic and electric power. If the Visco Jet Restrictor(s) is not installed, install prior to further flight. Record compliance and method of compliance with this AD per FAR 91.173. (c) Equivalent inspections and installation may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Special flight permits may be issued per FAR 21.197 and 21.199 to operate the airplane to a base to perform the inspection or repair required by (b), provided that the C System main pump and C System air turbine motor pump are operative. This amendment is effective August 19, 1976 for all persons except those to whom it was made effective by telegram dated July 23, 1976, which contained this amendment.
2001-01-02: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes that are equipped with certain nose landing gear units. This AD requires you to inspect the steering jack assembly to assure proper clearance between the bush heads on the steering plates and the shim on the steering jack trunnions and to assure that there is adequate lubrication at both trunnions and the eye end fitting. This AD also requires you to adjust the clearance and provide adequate lubrication, as necessary. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent cracked steering jack piston rods caused by inadequate clearance or inadequate lubrication of the steering jack pivot points. The condition could result in failure of the nose wheel steering system with consequent loss of airplane control.