Results
2009-24-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 777-200, -200LR, -300, and -300ER series airplanes. This AD requires inspections for scribe lines in the skin along lap joints, butt joints, certain external doublers, and the large cargo door hinges; and related investigative and corrective actions if necessary. This AD results from reports of scribe lines found at lap joints and butt joints, around external doublers, and at locations where external decals had been removed. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin. Undetected fatigue cracks can grow and cause sudden decompression of the airplane.
2009-03-05: We are adopting a new 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: PW206 and PW207 compressor turbine (CT) disc bore areas may experience impact damage resulting from bending or fracture of the CT disc retaining nut. Damage of the CT disc bore area can reduce LCF capabilities of the CT disc, resulting in disc fracture. We are issuing this AD to prevent damage to the CT disc bore area, which could result in possible uncontained failure of the engine and damage to the helicopter.
90-22-04: 90-22-04 BOEING: Amendment 39-6776. Docket No. 90-NM-123-AD. \n\n\tApplicability: Model 767 series airplanes, equipped with BF Goodrich escape slides or slide/rafts identified in BF Goodrich Service Bulletin 25-212, dated October 27, 1989, certificated in any category. \n\n\tCompliance: Required within the next 20 months after the effective date of this AD, unless previously accomplished. \n\n\tTo provide satisfactory reliability of the evacuation system, accomplish the following: \n\n\tA.\tModify the escape slides and slide/rafts in accordance with BF Goodrich Service Bulletin 25-212, dated October 27, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tC.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes Group, P.O. Box 3707, Seattle, Washington 98124; and BF Goodrich Company, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6776, AD 90-22-04) becomes effective on November 21, 1990.
77-19-07: 77-19-07 BEECH: Amendment 39-3042. Applies to all Beech 18 series airplanes, including all military counterparts thereof and those Beech 18 series airplanes modified in accordance with supplemental type certificates. \n\n\tCOMPLIANCE: Required as indicated unless already accomplished as specified below. \n\n\tTo detect any cracking of the pilot's and copilot's control column and the elevator control arm assembly, within 30 days after the effective date of this AD and each 300 hours time-in- service or 12 calendar months thereafter, whichever occurs first, accomplish the following in accordance with Beechcraft Service Instructions No. 0889-155 or later approved revisions and in accordance with the additional requirements of Paragraph A. below: \n\n\tA.\tReferring to Figure 1 of this AD inspect the areas identified as "A" and "B" on the pilot's and copilot's control column assembly for cracks using visual and either magnetic particle, or penetrant procedures. Repair or replace any cracked control column components, using airworthy parts, prior to the next flight. \n\n\tB.\tReferring to Figure 1 of this AD inspect the Beech P/N 187504 elevator control arm assembly for cracks using penetrant procedures. Special attention should be given to the area around the taper pins. Replace any cracked P/N 187504 elevator control arm with an airworthy component prior to the next flight. \n\n\tC.\tWithin one week after any crack is found during the above-noted inspections, submit a written report to the FAA via an FAA M or D Report (FAA Form 8330-2) or a letter to Chief, Engineering and Manufacturing Branch (ACE-210), FAA, 601 East 12th Street, Kansas City, Missouri 64106. This report must include identification of the part that is cracked, the length and location of each crack, hours total time-in-service on the cracked component, and the aircraft serial number. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) \n\n\tD.\tAircraft may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished. \n\n\tE.\tThe interval for the repetitive inspections set forth in this AD may be extended 30 hours up to a maximum of 330 hours time-in-service or, if applicable, one calendar month up to a maximum of 13 calendar months to allow compliance at previously scheduled maintenance periods. \n\n\tF.\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective on September 29, 1977\n.
78-07-07: 78-07-07 HAWKER SIDDELEY AVIATION, LIMITED: Amendment 39-3170. Applies to Model DH/BH/HS-125 airplanes, certificated in all categories, all series, up to and including the 700A series, but excluding all 700A series airplanes except S/N 0201, 0202, 0203, and 0204, and also excluding S/N 25/025. Compliance is required as indicated, unless already accomplished. To prevent possible lightning strike damage to the radome which could result in loss of the radome, within the next 150 hours time in service after the effective date of this AD, remove the lightning diverter strips from the radome and install new diverter strips in accordance with the section entitled "Accomplishment Instructions" and associated drawings of Hawker Siddeley Aviation, Limited, Modification Service Bulletin 53-50(2626), dated August 26, 1977, including Revision 1 (pages 1, 5, 6, and 8) dated October 4, 1977, or an FAA-approved equivalent. This amendment becomes effective May 3, 1978.
76-07-08: 76-07-08 DEHAVILLAND: Amendment 39-2571. Applies to all DHC-6 aircraft fitted with Canadian Aircraft Products float models 12000, 12000A or 12000B modified for water bombing operation in accordance with Field Aviation Company, Ltd. Drawing Number 84193. It has been found that water has been inadvertently entering the water compartments of the aforementioned CAP float models and creating a hazardous condition by exceeding the maximum allowable gross weight with passengers on board. Compliance required prior to next flight. All aircraft affected by this Airworthiness Directive are no longer eligible for the carriage of passengers or cargo. Post on the dashboard in full view of the pilot a placard reading "Aircraft Restricted to One Crew Member and Cargo (water) Only in Floats." The restriction imposed by this Airworthiness Directive may be removed by the incorporation of an acceptable modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective April 12, 1976.
2009-15-06: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes and Model 720 and 720B series airplanes. This AD requires performing an operational test of the engine fuel suction feed of the fuel system, and other related testing and corrective actions if necessary. This AD results from a report of in- service occurrences of loss of fuel system suction feed capability, followed by total loss of pressure of the fuel feed system. We are issuing this AD to detect and correct failure of the engine fuel suction feed capability of the fuel system, which could result in multi-engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
46-13-02: 46-13-02 LOCKHEED: (Was Mandatory Note 18 of AD-723-2). Applies Only to Model 18 Airplanes Used in Scheduled Air Carrier Operation. Compliance required not later than April 30, 1946. In order to comply with CAR Special Regulation 333, the present fuel system plumbing equipment shall be replaced with a dual fuel system in accordance with Lockheed Service Bulletin No. 18/SB-113, dated August 17, 1945, or any other dual fuel system approved by the Administrator.
89-12-02: 89-12-02 BOEING: Amendment 39-6225. \n\tApplicability: Model 737 series airplanes, as identified in Boeing Service Bulletin 737-25- 1231, dated July 7, 1988, certificated in any category.\n \n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure structural integrity of the occupied flight attendant seat mounted on the aft right lavatory during flight and emergency landing conditions, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, remove the aft right lavatory- mounted attendant seat or install a placard on the aft right lavatory-mounted flight attendant seat, stating: "NO OCCUPANCY", or equivalent. This placard may be removed or the seat reinstalled once the terminating action of paragraph B., below, has been accomplished. \n\n\tB.\tWithin 6 months after the effective date of this AD, inspect the aft right lavatory partition beam for an inadvertent saw cut, and repair, if necessary, in accordance with Boeing Service Bulletin 737-25-1231, dated July 7, 1988, or Revision 1, dated January 12, 1989; or if the saw cut exceeds the limit specified in the service bulletin, repair in a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tReport all inadvertent saw cuts detected during the inspection required by paragraph B., above, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, within seven days after completion of the inspection. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, 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\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, 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 Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6225, AD 89-12-02) becomes effective on June 29, 1989.
2009-15-08: 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: There have been a number of incidents where wing-to-fuselage or MLG [main landing gear] door fairing panels have detached from the aircraft during flight. Subsequent inspection revealed the loss of the fairing panels to be due to failure of certain steel grommets * * *. A detaching panel could strike the aircraft during flight, causing damage. In addition, a detaching panel could become attached to the structure or control surfaces, resulting in reduced control of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.