Results
2022-18-06: The FAA is adopting a new airworthiness directive (AD) for all General Electric Company (GE) GE90-110B1 and GE90-115B model turbofan engines and certain GE90-76B, GE90-85B, GE90-90B, and GE90-94B model turbofan engines. This AD was prompted by the detection of melt-related freckles in the forgings and billets, which may reduce the life of certain rotating compressor discharge pressure (CDP) high-pressure turbine (HPT) seals (rotating CDP seals), interstage HPT rotor seals, and HPT rotor stage 2 disks. This AD requires revising the airworthiness limitations section (ALS) of the applicable GE90-100 Engine Manual (EM) and the operator's existing approved maintenance program or inspection program, as applicable, to incorporate reduced life limits for these parts. This AD also requires the removal and replacement of certain interstage HPT rotor seals, identified by serial number (S/N), installed on GE90-76B, GE90-85B, GE90-90B, and GE90-94B model turbofan engines. The FAA is issuing this AD to address the unsafe condition on these products.
90-06-06: 90-06-06 BOEING: Amendment 39-6490. Docket No. 89-NM-68-AD. \n\tApplicability: Model 747 series airplanes, listed in Boeing Document No. D6-35999, dated March 31, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tPrior to reaching the incorporation thresholds listed in Boeing Document No. D6-35999, dated March 31, 1989 (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, except as noted in paragraph B., below, accomplish the structural modifications listed in Section 3 of the Document. \n\n\tB.\t1.\tAccomplish replacement of the trailing edge flap tracks in accordance with Boeing Alert Service Bulletin 747-57A2229, Revision 8, dated January 31, 1989, within the next 5 years after the effective date of this AD. \n\n\tNOTE: For the purpose of complying with this AD, replacement of trailing edge flap tracks in accordance with Boeing Alert Service Bulletin 747-53A2229, Revision 8, dated January 31, 1989, is considered equivalent to replacement in accordance with either Boeing Alert Service Bulletin 747-57A2229, Revision 7, dated October 13, 1988, or Revision 9, dated November 2, 1989, or Boeing Service Bulletin 747-57-2146, Revision 3, dated May 9, 1986. \n\n\t\t2.\tIncorporation thresholds expressed as "at next overhaul," shall be accomplished within the next 6 years after the effective date of this AD, or prior to the accumulation of 20,000 flights, whichever occurs later. \n\n\t\t3.\tAccomplish the APU cutout reinforcement in accordance with Boeing Service Bulletin 747-53-2275, Revision 3, dated January 25, 1990, prior to the accumulation of 20,000 flights, or within the next 5,000 flights after the effective date of this AD, whichever occurs later. \n\n\t\t4.\tIf the 1241 bulkhead splice strap is cracked, replace the strap in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, within the next 4 years after the effective date of the AD, or prior to the accumulation of 20,000 flight cycles, or within 2 years of crack discovery, whichever occurs latest. \n\n\tNOTE: For the purpose of complying with this AD, the incorporation of the terminating modification for the longitudinal floor beams contained in Boeing Service Bulletin 747-53-2224, Revision 6, dated July 27, 1989, is considered equivalent to the incorporation of the terminating actions contained in Service Bulletins 747-53-2176, Revision 3, dated December 15, 1978, and 747-53-2183, Revision 1, dated March 14, 1980. \n\n\tNOTE: The modifications required by paragraphs A. and B., above, do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action of the inspection requirements. \n\n\tC.\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\tD.\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\tThe modifications shall be done in accordance with Boeing Document No. D6-35999, dated March 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 747." 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 Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6490, AD 90-06-06) becomes effective on April 17, 1990.
99-25-08: This document publishes in the Federal Register an amendment adopting Emergency Priority Letter Airworthiness Directive (AD) 99-25-08, which was sent previously to all known U.S. owners and operators of MD Helicopters Inc. (MDHI) Model 500N and 600N helicopters by individual letters. This AD requires, within the next 5 hours time-in-service (TIS) or before further flight after December 31, 1999, whichever occurs first, inspecting the thruster control cable conduit cap (cap) for corrosion or a crack. This AD also requires, within the next 100 hours TIS or before further flight after February 19, 2000, whichever occurs first, inspecting the cap at a specified area of the forward and center thruster cables for corrosion or a crack. If an unacceptable crack is found, replacing the unairworthy thruster cable with an airworthy thruster cable is required. This amendment is prompted by the discovery of stress corrosion cracks on an MDHI Model 500N helicopter. The actions specified by this AD are intended to prevent failure of the cap causing a fixed thruster condition and subsequent loss of normal anti-torque directional control of the helicopter.
2000-03-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200 series airplanes that requires removal of the existing emergency floor path lighting system and replacement with an FAA-approved emergency floor path lighting system. This amendment is prompted by information indicating that the existing emergency floor path lighting system does not provide adequate lighting and cueing for safe evacuation of the airplane in the event of an emergency. The actions specified by this AD are intended to prevent such inadequate lighting and cueing, which could delay or impede the flight crew and passengers when exiting the airplane during an emergency.
92-02-04: 92-02-04 McDONNELL DOUGLAS: Amendment 39-8140. Docket No. 91-NM-150-AD. Supersedes AD 89-06-06, Amendment 39-6150. \n\n\tApplicability: Model DC-9 series airplanes, Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (Military) series airplanes; serial numbers as listed in McDonnell Douglas DC-9 Service Bulletin 27-301, Revision 1, dated May 24, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent uncontrolled airplane sideslip due to an ineffective rudder actuator, accomplish the following: \n\n\t(a)\tFor Model DC-9-11, -12, -13, -14, -15, -15F, -21, and -87 series airplanes: \n\n\t\t(1)\tWithin 500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), unless already accomplished within the last 1,000 flight hours, inspect the rudder actuator for internal hydraulic fluid leakage in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, datedAugust 24, 1988. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 1,500 flight hours. \n\n\t(b)\tExcept as provided in paragraph (c) of this AD, for Model DC-9-31, -32, -32F, -33, -34, -34F, -41, -51, -81, -82, -83, and MD-88 series airplanes: \n\n\t\t(1)\tWithin 1,500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), unless already accomplished within the last 1,500 flight hours, inspect the rudder actuator for internal hydraulic fluid leakage in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 3,000 flight hours. \n\n\t(c)\tFor Model DC-9-82, -83, and MD-88 series airplanes, with rudder actuator assemblyserial numbers listed in McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991: \n\n\t\t(1)\tWithin 1,500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), or within 500 flight hours after the effective date of this amendment, whichever occurs earlier, inspect the rudder actuator assembly for internal hydraulic fluid leakage, in accordance with the Accomplishment Instructions of McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 1,500 flight hours. \n\n\t(d)\tIf any inspection required by paragraph (a), (b), or (c) of this AD reveals that the rudder actuator exceeds the internal hydraulic fluid leakage limit specified in McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988, or McDonnell Douglas MD-80Alert Service Bulletin A27-318, dated June 10, 1991, as applicable, prior to further flight, replace the rudder actuator with a rudder actuator that is within those limits. \n\n\t(e)\tFor Model DC-9 series, Model DC-9-80 series, Model MD-88, and C-9 (Military) series airplanes: Within 10,000 flight hours after the effective date of this AD, modify the rudder actuator in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-301, dated June 21, 1989, or Revision 1, dated May 24, 1991. This modification constitutes terminating action for the repetitive inspections required by this AD. \n\n\tNOTE: This terminating action only eliminates the need for the special shortened interval repetitive inspections of this AD. The actuators should then return to the routine inspection leakage check intervals as specified in the operators maintenance program. \n\n\t(f)\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(g)\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\t(h)\tThe inspections required by this AD shall be done in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988, or in accordance with McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991, as applicable. The modification required by this AD shall be done in accordance with McDonnell Douglas DC-9 Service Bulletin 27-301, dated June 21, 1989; or McDonnell Douglas DC-9 Service Bulletin 27-301, Revision 1, dated May 24, 1991. 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 McDonnell Douglas Corporation, Post Office Box 1771, Long Beach, California 90801, Attn: Business Unit Manager, Technical Publications & Technical Administration Support, C1-L5B (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8041, Washington, D.C. \n\n\t(i)\tThis amendment (39-8140, AD 92-02-04), becomes effective on March 27, 1992.
90-16-51 R1: 90-16-51 R1 MCDONNELL DOUGLAS: Amendment 39-6710. Final rule of and revision to T90-16-51, as corrected. Docket No. 90-NM-162-AD. \n\n\tApplicability: Model DC-9-10, DC-9-30, and C-9 (military) series airplanes, equipped with a forward upper cargo door, certificated in any category. \n\n\tCompliance: Required within 14 calendar days after the effective date of this amendment, unless previously accomplished. \n\n\tTo prevent inadvertent opening of the main cargo door during flight, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B. of this AD, perform a torque test on the cargo door latch spool fitting attach bolts, in accordance with the instructions for Group 1, Phase 1, of McDonnell Douglas DC-9 Service Bulletin 52-119, Revision 1, dated January 30, 1981. \n\n\tNOTE: The requirements of this AD are applicable to all Model DC-9-10, DC-9-30, and C-9 (military) series airplanes equipped with a forward upper cargo door, regardless of the effectivity as specified inthe McDonnell Douglas DC-9 service bulletin. \n\n\t\t1.\tIf a bolt breaks, prior to further flight, replace it with a new bolt and seal in accordance with Figure 1 of the service bulletin. \n\n\t\t2.\tIf a bolt passes the torque test, prior to further flight, retorque the bolt and seal in accordance with the instructions for Group 1, Phase 1, of the service bulletin. \n\n\tB.\tThe test required by paragraph A. of this AD is not required for Inconel bolts, part numbers RA21026-7-28, 77711-7-28 and 3D0031-7-28. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of the requirements of this AD. \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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directlyto the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tPortions of this amendment were effective earlier to recipients of telegraphic AD T90-16-51, issued on August 3, 1990, and a correction to that AD issued on August 7, 1990. \n\n\tThis amendment (39-6710, AD 90-16-51 R1) becomes effective on September 10, 1990.
2022-19-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A310 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness tasks are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness tasks, 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.
85-22-12: 85-22-12 BOEING: Amendment 39-5167. Applies to all Model 747 series airplanes, through Line Number 622, certificated in any category. To prevent a condition that would lead to depressurization of the airplane, accomplish the following, unless already accomplished after August 29, 1985: \n\n\tA.\tWithin 30 days after the effective date of this AD, perform a one-time visual inspection of the aft side of the aft pressure bulkhead for evidence of repairs or damage. Damage is defined in the Structural Repair Manual. \n\n\tB.\tReport a complete description of the findings (sketches, photos, or drawings, as necessary) of the inspections required by paragraph A., above, within 30 days after the effective date of this AD to either: \n\n\t\t1.\tThe Boeing Commercial Airplane Company, ATTN: Director, 747 Customer Support Engineering, P.O. Box 3707, Seattle, Washington 98124-2207; or \n\n\t\t2.\tBoeing Support Engineering through the Boeing Field Service Representative. \n\n\tC.\tIf any cracking or punctures are found in the aft pressure bulkhead, repair prior to further flight in accordance with the Structural Repair Manual; Boeing Designated Engineering Representative (DER)-approved data; or data approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tRepair all other discrepancies or improper repairs in accordance with the Structural Repair Manual; Boeing DER-approved data; or data approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Repairs must be performed in accordance with a schedule approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\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 and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received information on inspection procedures from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective November 19, 1985.
2014-17-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-400ER series airplanes. This AD was prompted by reports of turbine wheel bursts in the air driven pump (ADP) turbine gearbox assembly (TGA), which resulted in the release of high energy fragments. This AD requires replacing the existing ADP TGA with an improved ADP TGA. We are issuing this AD to prevent fragments from an uncontained turbine wheel burst penetrating the fuselage and striking passengers, or penetrating the wing-to-body fairing and striking ground handling or maintenance personnel, causing serious injury.
2000-03-03: This amendment adopts a new airworthiness directive (AD), that requires revisions to the Engine Maintenance Program specified in the manufacturer's Instructions for Continued Airworthiness (ICA) for General Electric Company (GE) CF34 series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This AD also requires that an air carrier's approved continuous airworthiness maintenance program incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts that indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
89-14-06: 89-14-06 BOEING: Amendment 39-6252. \n\tApplicability: Model 757 and 767 series airplanes, identified in Boeing Alert Service Bulletins 757-28A0018 and 767-28A0020, both dated September 15, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent freezing of motor-driven fuel valve actuators caused by moisture ingress around corroded mating joint seals, accomplish the following: \n\n\tA.\tFor Model 757 series airplanes: Within the next 60 days after the effective date of this AD, visually inspect the left and right engine fuel shutoff valve actuators, engine fuel crossfeed valve actuator, and Auxiliary Power Unit (APU) fuel shutoff valve actuator for aluminum oxide corrosion residue on actuator screw heads and joining surfaces of the actuator body, in accordance with Boeing Alert Service Bulletin 757-28A0018, dated September 15, 1988. Any corroded actuator found must be replaced, prior to further flight, with a serviceable part; or as an alternative, a corroded actuator may be exchanged with a non-corroded actuator from a defuel valve position. \n\n\tB.\tFor Model 767 series airplanes: Within the next 60 days after the effective date of this AD, visually inspect the left and right engine fuel shutoff valve actuators, engine fuel crossfeed valve actuator, Auxiliary Power Unit (APU) fuel shutoff valve actuator, and APU fuel isolation valve actuator for aluminum oxide corrosion residue on actuator screw heads and joining surfaces of the actuator body, in accordance with Boeing Alert Service Bulletin 767- 28A0020 dated September 15, 1988. Any corroded actuator found must be replaced, prior to further flight, with a serviceable part; or as an alternative, a corroded actuator may be exchanged with a non-corroded actuator from a defuel valve position. \n\n\tC.\tWithin one year after the effective date of this AD, replace all fuel valve actuators with modified valve actuators, in accordance with Boeing Alert Service Bulletin 757-28A0018 dated September 15, 1988, for Model 757 series airplanes, and Boeing Alert Service Bulletin 767-28A0020 dated September 15, 1988, for Model 767 series airplanes. \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, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6252, AD 89-14-06) becomes effective on August 2, 1989.
2022-18-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-2A12 airplanes. This AD was prompted by a determination that the baggage bay line fire extinguishing tube assembly might not have been installed with the correct torque. This AD requires re-torqueing the baggage bay line fire extinguishing tube assembly to the correct torque values, and applying corrosion inhibiting compound on the discharge tubes. The FAA is issuing this AD to address the unsafe condition on these products.
2010-11-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-11-51, which was sent previously to all known U.S. owners and operators of the specified Eurocopter model helicopters by individual letters. This AD requires visually inspecting the tail gearbox (TGB) control lever for a crack. If a crack is found, this AD also requires replacing the cracked TGB control lever with an airworthy TGB control lever. Optional terminating actions for the inspection requirements of this AD can be done by either replacing a TGB control lever with an airworthy TGB control lever that is marked with an "X'' near the part number or stripping the rework area and dye-penetrant inspecting that area for a crack, and if no crack is found, reworking and marking the TGB control lever. If a crack is found, removing and replacing the cracked TGB control lever with an airworthy TGB control lever is required. This AD is prompted by several reports of cracking ina TGB control lever. The actions specified by this AD are intended to prevent failure of the TGB control lever, loss of tail rotor control, and subsequent loss of control of the helicopter.
89-01-02: 89-01-02 GENERAL ELECTRIC: Amendment 39-6082. Applicability: General Electric (GE) CF6-50 series turbofan engines. Compliance: Required as indicated, unless already accomplished. To prevent failure of high pressure turbine (HPT) stage 2 disks, Part Numbers (P/N) 9045M35P15, 9045M35P17, and 9045M35P18, Serial Numbers MTU00001 through MTU00973 inclusive, except the following serial numbers (listed in alphanumeric order): MTU00541, MTU00562, MTU00563, MTU00634, MTU00646, MTU00652, MTU00654, MTU00668, MTU00671, MTU00672, MTU00675, MTU00756, MTU00777, MTU00778, MTU00782, MTU00783, MTU00808, MTU00820, MTU00827, MTU00829, MTU00846, MTU00847, MTU00849, MTU00857, MTU00875, MTU00877, MTU00881, MTU00884, MTU00885, MTU00887, MTU00888, MTU00893, MTU00896, MTU00899, MTU00905, MTU00906, MTU00908, MTU00909, MTU00910, MTU00911, MTU00912, MTU00914, MTU00916, MTU00917, MTU00918, MTU00919, MTU00920, MTU00921, MTU00933, MTU00935, MTU00953, MTU00959, MTU00960, MTU00961, accomplish either (a) or (b) below: (a) Rework the forward embossment in accordance with GE Service Bulletin (SB) 72-947, dated August 17, 1988, at the next HPT module exposure, not to exceed 3,800 cycles since last installation in an engine. However, for disks which have accumulated 3,500 or more cycles since last installation in an engine on the effective date of this AD, comply with the provisions of this paragraph at the next HPT module exposure, or within the next 300 cycles from the effective date of this AD, whichever occurs first. (b) (1) Perform double fluorescent penetrant inspection (FPI) in accordance with GE SB 72-947, dated August 17, 1988, at the next HPT module exposure, not to exceed 3,800 cycles since last installation in an engine. However, for disks which have accumulated 3,500 or more cycles since last installation in an engine on the effective date of this AD, comply with the provisions of this paragraph at the next HPT module exposure, or within the next 300 cycles from the effective date of this AD, whichever occurs first. (2) Rework the forward embossment in accordance with the above noted SB, at or prior to accumulating 2,500 cycles since passing the double FPI noted in this paragraph. NOTE: HPT module exposure is defined as any removal of the HPT rotor and HPT stage 2 nozzle assembly from the engine core (high pressure compressor and compressor rear frame). (c) In complying with either paragraph (a) or (b) above, do not exceed already published life limits. (d) Disks found cracked while complying with either paragraph (a) or (b) above, are not eligible for either rework, or reinstallation or operation in an engine. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803.(f) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD may be accomplished. (g) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, may adjust the compliance schedules specified in this AD. GE SB 72-947, dated August 17, 1988, identified and described in this document is incorporated 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 the engine manufacturer's SB may obtain copies upon request to General Electric Company, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. This document also may be examined in the Office of the Assistant Chief Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket No. 88-ANE-31, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment (39-6082, AD 89-01-02) becomes effective on December 29, 1988.
2000-03-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100 and -200 series airplanes, that requires repetitive inspections of the upper and lower chords of the wing front spar for cracks, and corrective action, if necessary. For airplanes on which no cracking is detected, this AD also provides an optional terminating action in lieu of repetitive inspections. This amendment is prompted by reports of cracks in the upper chord of the wing front spar. The actions specified by this AD are intended to detect and correct fatigue cracking of the upper and lower chords of the wing front spar, which could result in reduced structural capability and possible fuel leakage onto an engine and a resultant fire.
75-20-09: 75-20-09 BOEING: Amendment 39-2375 as amended by Amendment 39-2445. Applies to Boeing Model 727 series airplanes, certificated in all categories, listed in Boeing Service Bulletin No. 727-57-137, Revision 2, or later FAA approved revisions. Compliance required as indicated. \n\tTo prevent wing vibration from loose blind rivets in the outboard aileron tab mast fittings, accomplish the following: \n\tA.\tWithin the next 200 flight hours from April 21, 1975, unless AD 75-08-10 has previously been accomplished, inspect all outboard aileron tab mast fittings for looseness, and repair, as necessary, in accordance with Boeing Alert Service Bulletin No. 727-57-137, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Within 15 days from the time of the inspection of each airplane, report all findings, positive or negative, to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108, or call the FAA project engineer at (206) 767-2516. The report must include the following:\n \n\t\ta.\tAirplane model number. \n\t\tb.\tAirplane total time. \n\t\tc.\tDescription of looseness condition, if applicable, including number and type of fasteners loose and number of fittings per tab with loose fasteners. \n\n\t(Reporting approved by the Bureau of the Budget under BOB No. 04R0174). \n\n\tB.\tWithin the next 2500 flight hours or 325 days from November 5, 1975, whichever occurs first, inspect the attaching blind rivets of the outboard aileron tab mast fittings for looseness. Repair, as necessary, in accordance with Boeing Alert Service Bulletin 727-57-137, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tAs terminating action to this AD, prior to July 1, 1977, unless already accomplished, replace all blind rivets with bolts and nutplates inaccordance with Boeing Alert Service Bulletin 727-57-137, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2375 became effective November 5, 1975. \n\tThis amendment 39-2445 supersedes AD 75-08-10. \n\tThis amendment 39-2445 becomes effective December 12, 1975.
2014-17-09: We are adopting a new airworthiness directive (AD) for all Harry E. Williams de Havilland Model DH 82A airplanes, all Cliff Robertson de Havilland Model DH 82A airplanes, and all de Havilland Model DH 83 airplanes. This AD requires inspecting the aircraft maintenance records and/or the installed lateral fuselage tie rods and [[Page 52178]] attaching nuts to determine the origin of manufacture. This AD also requires immediately replacing lateral fuselage tie rods and attaching nuts produced by a specific manufacturer. This AD was prompted by reports of structural failure of the attachment of the wing to the fuselage that resulted from failed lateral fuselage tie rods. We are issuing this AD to correct the unsafe condition on these products.
93-18-06: 93-18-06 FOKKER: Amendment 39-8691. Docket 92-NM-113-AD. Applicability: Model F28 Mark 0100 series airplanes, serial numbers 11244 to 11371 inclusive, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the inability to evacuate smoke from the cabin, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the high pressure (HP) bleed air shut-off valve circuit breakers, in accordance with Fokker Service Bulletin SBF100-24-024, Revision 1, dated December 29, 1992. Wires may be coiled and capped at both ends in accordance with procedures described in the Fokker F28 Maintenance Manual in lieu of being removed and discarded, as specified in the service bulletin. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with Fokker Service Bulletin SBF100-24- 024, Revision 1, dated December 29, 1992. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on November 18, 1993.
2014-17-03: We are adopting a new airworthiness directive (AD) for certain Technify Motors GmbH (type certificate previously held by Thielert Aircraft Engines GmbH) TAE 125-02-99 and TAE 125-02-114 reciprocating engines. This AD requires removal of each high-pressure (HP) fuel pump before 300 flight hours (FHs) in service or within 55 FHs after the effective date of the AD, whichever occurs later. This AD was prompted by in-flight shutdowns on airplanes with TAE 125-02 engines. We are issuing this AD to prevent failure of the HP fuel pump, which could result in damage to the engine and damage to the airplane.
2000-02-31: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires replacing the stick pusher capstan and the stick pusher servo with parts of improved design. The AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent improper operation of the stick pusher system caused by the existing design configuration, which could result in loss of control of the airplane during a stall.
2000-02-26: This document adopts a new airworthiness directive (AD) that applies to all Harbin Aircraft Manufacturing Corporation (Harbin) Model Y12 IV airplanes. This AD requires you to revise the Airplane Flight Manual (AFM) to include requirements for activating the airframe pneumatic deicing boots. This AD is the result of reports of in-flight 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 assure that flightcrews have the information necessary to activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. Without this information, flightcrews could experience reduced controllability of the aircraft due to adverse a\nrodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
2014-16-28: We are adopting a new airworthiness directive (AD) for certain Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135BJ airplanes. This AD was prompted by reports of failure of the bolts that connect the cockpit windshield center-post to the forward fuselage. This AD requires repetitive detailed inspections to detect discrepancies on the attaching parts of the cockpit windshield center- post; checking whether the bolts are tightened, if applicable; and modifying parts, including inspecting for and repairing damage. We are issuing this AD to prevent failed bolts and failed attaching parts of the cockpit windshield center-post, which could lead to loss of structural integrity of the airplane.
53-24-03: 53-24-03 MOONEY: Applies to All Model M-18L Aircraft Which Have Not Had the Landing Gear Bellcrank Cover Installed. Compliance required by February 28, 1954. In order to prevent baggage from jamming or fouling the landing gear retraction bellcrank P/N 35-1, install bellcrank covers, P/N 1028-1 with installing angles P/N 1028-2. (Mooney Service Bulletin No. 12 covers this same subject.)
2000-02-27: This document adopts a new airworthiness directive (AD) that applies to all Empresa Brasileira de Aeronautica S.A. (Embraer) Models EMB-110P1 and EMB-110P2 airplanes. This AD requires you to revise the Airplane Flight Manual (AFM) to include requirements for activating the airframe pneumatic deicing boots. This AD is the result of reports of in-flight 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 assure that flightcrews have the information necessary to activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. Without this information, flightcrews could experience reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
98-11-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A310, and A300-600 series airplanes, that requires replacement of the non-return valves located in the engine fuel feed lines on the outer fuel tank with new return valves; and, for certain airplanes, replacement of the inner tank booster pump canisters with modified canisters. 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 prevent sticking of non-return valves located in the fuel system, which could result in an internal fuel transfer from the center tank to the inner or outer tank. Such a transfer of fuel could lead to fuel spillage overboard through the vent system, and consequent insufficient fuel for the airplane to reach its flight destination.