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2020-08-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, and Model CL-600-2D24 (Regional Jet Series 900) airplanes; and all Bombardier, Inc., Model CL-600-2C11 (Regional Jet Series 550) airplanes. This AD was prompted by reports of fractured rudder primary feel unit shafts; a subsequent investigation determined that the fractures in the shafts are consistent with fatigue damage. This AD requires replacement of the rudder primary feel unit shaft. The FAA is issuing this AD to address the unsafe condition on these products.
79-25-06: 79-25-06 LOCKHEED: Amendment 39-3631. Models 382 series, Serial Numbers 3946 through 4832, certificated in all categories. Compliance is required within the next 50 hours time in service, unless already accomplished. a. To prevent the clear vision windows from opening in flight, inspect the window latch catches, part numbers 385057-1 and -2, and 393433-1 and -2, which are mounted on the windshield post at each window, in accordance with Lockheed-Georgia Company Service Bulletin A382-56-1, dated October 17, 1979. b. If discrepant catches are found, before further flight, replace the catches in accordance with Lockheed-Georgia Company Service Bulletin A382-56-1, dated October 17, 1979. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. This amendment is effective December 19, 1979.
80-22-06: 80-22-06 UNIVERSAL OIL PRODUCTS, INC.: Amendment 39-3953. Applies to Model 900 series aircraft seats. Compliance is required as indicated, unless already accomplished. To prevent the possible failure of a passenger seat caused by a crack in the rear stretcher tube, accomplish the following: 1. Within the next 90 days after the effective date of this AD, visually inspect all UOP, Inc., Model 900 series aircraft seats for cracks in the rear stretcher tube. Note. - Direct particular attention to the aisle end of the tube at the side arm attaching bolt hole. 2. Except as provided in Paragraph 3 below, replace all cracked tubes with serviceable units. Until cracked tubes are replaced, placard or otherwise mark the seat position adjacent to the cracked stretcher tube end as unusable and not to be occupied. 3. Stretcher tubes with cracks less than 1.19 inches, measured along the longitudinal axis from the centerline of the attach hole, may be repaired withclamp P/N 81672-1, in accordance with installation instructions in UOP, Inc., Service Bulletin 25-634, dated April 3, 1980. This repair is not authorized for Model 900-200B-2L seats. An equivalent method may be approved by the Chief, Engineering and Manufacturing Branch. If after installation of the clamp, the crack extends beyond the end of the clamp, the stretcher tube must be replaced. This amendment becomes effective November 25, 1980.
2020-07-15: The FAA is adopting a new airworthiness directive (AD) for all PZL (Sacute)widnik S.A. Model PZL W-3A helicopters. This AD was prompted by a report of a cracked nose landing gear (NLG) bellcrank assembly. This AD requires a one-time inspection of the NLG bellcrank assembly for discrepancies and replacement if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2020-07-51: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2522-A5, V2524-A5, V2525- D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, and V2533-A5 model turbofan engines. This emergency AD was sent previously to all known U.S. owners and operators of these engines. This AD requires removal of affected high-pressure turbine (HPT) 1st-stage disks from service. This AD was prompted by investigative findings from an event involving an uncontained failure of a HPT 1st-stage disk that resulted in high-energy debris penetrating the engine cowling. The FAA is issuing this AD to address the unsafe condition on these products.
2020-06-17: The FAA is superseding Airworthiness Directive (AD) 2011-09- 06, which applied to all Airbus SAS Model A330-200 Freighter series airplanes; Model A330-200 and -300 series airplanes; and Model A340-200 and -300 series airplanes. AD 2011-09-06 required repetitive inspections and operational checks of the spring function of the emergency exit door slider mechanism, application of corrosion inhibitor, and corrective actions. This AD retains those requirements, with extended repetitive intervals for certain actions, and also requires those actions on additional airplanes; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by report that an escape slide deployment test found a girt bar that was not in a locked position and was detached from the airplane. The FAA is issuing this AD to address the unsafe condition on these products.
2020-04-15: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes and Model 767-200, -300, and - 300F series airplanes. This AD was prompted by reports of excessively high flight deck or cabin temperatures. This AD requires revising certificate limitations and operating procedures of the existing airplane flight manual (AFM), to provide the flightcrew with procedures for hot flight deck or cabin temperatures to follow under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
64-22-01: 64-22-01\tBOEING: Amdt. 815 Part 507 Federal Register September 19, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been failures of the fuel tank vent float valve arms causing the float to break loose from the main valve assembly. This permits the vent valve (which is normally float actuated to the closed position by a high fuel level) to remain open and allow (under some flight conditions) fuel to fill the surge tank and spill out the wing tip vent scoop. To correct this condition, accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this directive, unless already accomplished in the previous 500 hours' time in service and within every 1,000 hours time in service thereafter until compliance with (b) has been accomplished, visually inspect the reserve fuel tank vent valve assemblies in each wing for cracks or deformation. If the valve assembly is in a failed condition, or if cracks or deformed parts are found, replace the parts before further flight. \n\n\t(b)\tWithin 6,000 hours' time in service after the effective date of this directive modify all fuel tank vent valve assemblies in each tank by installing a float stop bracket assembly, Boeing P/N 69-31399-1, in accordance with Boeing Service Bulletin No. 1958 or an equivalent method processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. When this modification has been accomplished the repetitive inspection of (a) may be discontinued. \n\n\t(c)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the 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 such operator. \n\n\t(Boeing Service Bulletin No. 1958 covers thissubject.) \n\n\tThis directive effective October 22, 1964.
2020-04-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of passenger door girt bar fitting assembly safety hooks being stuck in the upward position. This AD requires repetitive detailed inspections of girt bar fitting assemblies, repetitive greasing of girt bar fitting assembly bushes, and, depending on findings, accomplishment of applicable corrective actions, 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.
83-20-04: 83-20-04 McDONNELL DOUGLAS: Amendment 39-4740. Applies to McDonnell Douglas Model DC-6, -6A, -6B, R6D (Navy), and C118 (USAF) series airplanes, certificated in all categories. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo detect cracks and prevent failure of the horizontal stabilizer rear spar caps accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, unless already accomplished, inspect and repair, if necessary, the horizontal stabilizer upper and lower rear spar cap attach fittings on both sides of station 63 in accordance with the Accomplishment Instructions of McDonnell Douglas Service Rework Drawing J060265 "N/C" dated July 29, 1983, hereinafter referred to as Rework Drawing, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, as follows: \n\n\t\t1.\tIf no cracks are found in the rear spar attach fittings, apply primer and lacquer top coat(lacquer top coat optional). Apply LPS-3 corrosion inhibiting oil, or equivalent when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, throughout the attach fitting (bathtub area) and reinstall the bolt per the Rework Drawing. Conduct repetitive inspections per the Rework Drawing at intervals not to exceed 12 calendar months. \n\n\t\t2.\tIf a crack is found equal to or exceeding 1/2" at location A, 3" at location B, or 6" at location C as defined in figure 2 of the Rework Drawing, accomplish the repair in (a) or (b) below, prior to further flight: \n\n\t\t\t(a)\tIf the crack is inboard of station 63, repair in accordance with the Accomplishment Instructions of the Rework Drawing. \n\n\t\t\t(b)\tIf the crack is outboard of station 63, repair per the McDonnell Douglas DC-6 Structural Repair Manual, Tail Group, Page 138, Figure 134, dated October 15, 1952. \n\n\t\t3.\tIf a crack is found that is less than 1/2" at location A, 3" at location B, or 6" at location C, repetitively inspect per the Rework Drawing at intervals not to exceed: \n\n\t\t\t(a)\tfor location A: 7 calendar days, or prior to further flight, whichever occurs later. \n\n\t\t\t(b)\tfor location B: 14 calendar days, or prior to further flight, whichever occurs later. \n\n\t\t\t(c)\tfor location C: 21 calendar days, or prior to further flight, whichever occurs later. \n\n\tB.\tRepairs per Paragraph 2, above, constitutes terminating action for the repetitive inspections required by this AD only at those locations repaired. \n\n\tC.\tIf more than one crack is found, repair all cracked areas as specified in Paragraphs A. 2(a) and/or 2(b), above. \n\n\tD.\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\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base to comply with the repair requirements of this AD when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tThis Amendment becomes effective October 19, 1983.