Results
2012-26-02: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. That AD currently requires repetitive inspections for cracking of the crown area of the fuselage skin, and corrective actions if necessary. This new AD adds repetitive inspections for cracking using different inspection methods and inspecting additional areas, and corrective actions if necessary. This new AD also requires additional repairs to previously repaired areas and repetitive inspections for loose fasteners and replacement if necessary in certain previously repaired areas. This AD also reduces certain compliance times and extends certain other compliance times. This AD was prompted by additional reports of \n\n((Page 10)) \n\ncracking at the horizontal chem-mill steps away from the lap joints over the entire crown area, and vertical chem-mill cracks adjacent to the butt joints. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin, which could cause the fuselage skin to fracture and fail, and result in rapid decompression of the airplane.
75-01-05: 75-01-05 AVCO LYCOMING: Amendment 39-2063. Applies to all Avco Lycoming T5313B turboshaft engines. Compliance required, unless already accomplished, prior to the accumulation of 100 hours time in service after the effective date of this AD. To prevent possible centrifugal compressor impeller assembly vane failures leading to performance deterioration and partial or complete power loss, remove centrifugal compressor impeller assemblies, part numbers 1-100-078-03, 1-100-078-04, and 1-100-078-10 and replace with centrifugal compressor impeller assembly, part number 1-100-078-08. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. NOTE: (Avco Lycoming Service Bulletin Number 0042 pertains to this subject.) This amendment becomes effective January 17, 1975
2012-24-06: We are adopting a new airworthiness directive (AD) for certain Saab AB, Saab Aerosystems Model 340A (SAAB/SF340A) and SAAB 340B airplanes. This AD was prompted by reports of stall events during icing conditions where the natural stall warning (buffet) was not identified. This AD requires replacing the stall warning computer (SWC) with a new SWC, which provides an artificial stall [[Page 73280]] warning in icing conditions, and modifying the airplane for the replacement of the SWC. We are issuing this AD to prevent natural stall events when operating in icing conditions, which, if not corrected, could result in loss of control of the airplane.
2012-24-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports of flight crew failure to activate air data probe heat. This AD requires modifying the anti-icing system for the angle of attack sensor, the total air temperature, and the pitot probes. We are issuing this AD to prevent ice from forming on air data system sensors and consequent loss of or misleading airspeed indication on all airspeed indicating systems, which could lead to loss of control of the airplane.
74-11-01: 74-11-01 MITSUBISHI HEAVY INDUSTRIES, LTD: Amendment 39-1844 as amended by Amendment 39-1859 is further amended by Amendment 39-3125. Applies to Mitsubishi Models MU-2B, MU-2B-10, MU-2B-15, MU-2B-20, MU-2B-25, MU-2B-30, and MU-2B-35 airplanes except those airplanes modified in accordance with Mitsubishi Service Recommendation No. 027 dated September 12, 1974, or an FAA-approved equivalent. Compliance is required as indicated. To detect cracks and optical distortion in the front windshield outer panes that could result from the discharge of unusually hot defogging air caused by an air conditioning system failure, accomplish the following: (a) Before further flight and thereafter prior to the first takeoff each day, from outside the aircraft, visually check the outer lower edge of the left hand and right hand front windshield outer panes for cracks and small oval shaped optical distortions. The check required by this AD may be performed by the pilot. NOTE: Distortions generally appear at the same intervals as those of the defogging air outlet holes, approximately 0.5 inches apart, and in an area approximately 0.8 inches above the top of the outside bottom windshield retainer edge. Particular attention should be given to these areas during the checks required by paragraph (a). (b) If cracks or small oval shaped optical distortions are found during a check required by paragraph (a), before further flight, accomplish the following and continue to check in accordance with paragraph (a) of this AD: (1) Replace the windshield outer pane in which a crack or optical distortion is found in accordance with the performance rules of FAR 43.13. NOTE: Mitsubishi replacement windshield part numbers are as follows: Aircraft with electrically heated windshields incorporated in accordance with Mitsubishi Service Recommendation No. 014 - Windshield part numbers 010A-931026-11 and -12. Other Aircraft - Serial numbers 4 through and including 7 - Windshield partnumbers 010A-310260-1 and -2; Serial numbers 8 and up -Windshield part numbers 010A-31450-1 and -2. (2) Correct the malfunctioning of the air conditioning system in accordance with the performance rules of FAR 43.13. (c) Notwithstanding the compliance time for repair specified in paragraph (b) of this AD, the aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed; provided that, the aircraft is not pressurized. NOTE: Mitsubishi Heavy Industries Limited MU-2 Service Bulletin No. 163, dated March 4, 1974, pertains to this subject. Mitsubishi Maintenance Manuals for the Model MU-2B and MU-2B-10, -15, -20, -25, -30, and -35 airplanes contain information relating to the replacement of windshield panes and the trouble shooting of cabin air conditioning systems. Amendment 39-1844 was effective upon publication in the Federal Register as to all persons except those persons to whom it was made effective upon receipt of the airmail letter dated April 19, 1974, that contained this amendment. Amendment 39-1859 became effective upon publication in the Federal Register. This Amendment 39-3125 becomes effective January 30, 1978.
75-17-17: 75-17-17 LOCKHEED: Amendment 39-2317. Applies to Model L-1011-385-1 Series airplanes certificated in all categories, configured with aft service center flight attendant rest seats. Compliance required within 300 flight hours time in service after effective date of this AD unless already accomplished. To provide protection from the lack of adequate oxygen for the occupants of the aft service center flight attendant's rest seat under emergency conditions and to provide the required information sign notifying occupants of this seat when safety belts should be fastened, and when smoking is prohibited, accomplish one of the following: (a) Install an automatically presented oxygen unit and passenger infomation sign for occupants of the aft service center flight attendant's rest seat, approved by the Chief, Aircraft Engineering Division, FAA Western Region; or (b) Remove the aft service center flight attendant's rest seat; or (c) Remove existing placard (Lockheed P/N 1564393-101) prohibiting use during takeoff landing and turbulent flight and install in its place a placard prohibiting rest seat occupancy. Flight attendant's rest seat installation modified by (b) or (c), above, may be reconfigured back to the original seat installation upon accomplishment of (a), above. This amendment becomes effective September 11, 1975.
2012-22-18: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-243, -243F, -341, -342, and -343 airplanes equipped with Rolls-Royce Trent 700 engines. This AD was prompted by reports of extensive damage to engine air intake cowls as a result of acoustic panel collapse. This AD requires repetitive inspections of the three inner acoustic panels of both engine air intake cowls to detect disbonding, and corrective actions if necessary. We are issuing this AD to detect and correct disbonding, which could result in detachment of the engine air intake cowl from the engine leading to ingestion of parts, which could cause failure of the engine, and possible injury to persons on the ground.
2012-22-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by reports of cracks in the main entry door number 1 upper main sill outer chord, along the bend radius of the chord on several airplanes. This AD requires a general visual inspection to identify any existing structural repair manual (SRM) repairs of the upper main sill outer chord of the left and right side main entry door number 1, repetitive detailed inspections for cracks in the upper main sill of the door(s); and related investigative and corrective actions, if necessary. This AD also requires repetitive inspections for airplanes on which a certain repair is done, and corrective actions if necessary, and reduces certain compliance times. We are issuing this AD to detect and correct cracks in the main entry door number 1 upper main sill outer chord, along the bend radius of the chord, which could result in loss of structural integrity of the airplane.
75-13-01: 75-13-01 SIKORSKY AIRCRAFT: Amendment 39-2238 as amended by Amendment 39-2879. Applies to S-58A, S-58B, S-58C, S-58D, S-58E, S-58F, S-58G, S-58H, S-58J, S- 58BT, S-58DT, S-58ET, S-58FT, S-58HT, S-58JT helicopters certificated in all categories, including Military Type HSS-1, HSS-1F, HSS-1N, HUS-1, HUS-1A, HUS-1AN, HUS-1G, HUS- 1Z, H-34A, H-34C, H-34J, CH-34A, CH-34C, HH-34F, SH-34G, SH-34H, SH-34J, UH-34D, UH-34E, UH-34G, UH-34J, VH-34C and VH-34D helicopters. To prevent operation with fatigue cracks in the main rotor magnesium stationary stars, P/Ns S1610-24013-0, S1610-24013- 1, and S1610-24013-2, accomplish the following: (a) Prior to the first flight of each day, conduct visual inspections of stationary star for cracks in the areas around the recesses and edges surrounding the recesses, inboard of all of the trunnion lugs. (b) For stationary stars with more than 250 hours time in service: Within 5 hours time in service after the effective date of this AD, unless alreadyaccomplished, and at 50 hour intervals thereafter, conduct dye penetrant inspections of the areas described in paragraph (a) for cracks. (c) If a crack is found during the above inspections, replace the cracked stationary star with a star that has been inspected in accordance with paragraph (b) above and found to be free of cracks, prior to flight. Sikorsky Alert Service Bulletin 58B10-10 covers this inspection. Amendment 39-2238 became effective upon publication in the FEDERAL REGISTER for all persons except those to whom it was made effective immediately by telegram dated May 16, 1975. This amendment 39-2879 becomes effective May 20, 1977.
2012-22-05: We are superseding an existing airworthiness directive (AD) for certain Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. That AD currently requires performing a detailed visual inspection for cracks of the pistons on the main landing gear (MLG), and replacing the affected pistons if necessary. This new AD also requires modifying the MLG by installing a piston containing a certain part number, and revising the airplane maintenance program. This AD was prompted by a new modification developed to safeguard the integrity of the MLG assembly and improve surface protection of the affected area of the MLG piston. We are issuing this AD to prevent MLG failure, possibly resulting in loss of control of the airplane during the landing roll- out.
73-11-06: 73-11-06 MAULE: Amdt. 39-1646. Applies to Models M-4-180 and M-4-220 certificated in all categories as indicated below. Compliance required within the next 50 hours' time in service after the effective date of this airworthiness directive. To prevent possible engine overheat during climb and to obtain a correct cylinder head temperature reading accomplish the following or an equivalent approved by Chief, Engineering and Manufacturing Branch, Southern Region: 1. For Model M-4-220C serial numbers 2135C through 2175C and 2177C: Install Maule slug P/N 6002B-3 in the No. 4 cylinder head thermocouple hole in accordance with Maule Service Letter No. 25. The slug is to be installed prior to relocation of cylinder head sender unit. 2. For Model M-4-180C serial numbers 3001C through 3006C; Model M-4-220S, Serial Number 2001S; Model M-4-220C; Serial Numbers 2001C through 2126C, 2129C through 2175C, and 2177C: Relocate the cylinder head temperature sender to the No. 4 cylinder head in accordance with Maule Service Letter No. 24. 3. For Model M-4-180C, Serial Numbers 3002C through 3006C, and Model M-4-220C Serial Numbers 2053C through 2126C, 2129C through 2175C and 2177C: Install engine top baffle, Maule P/N 5031X-3, in accordance with Maule Service Letter No. 26. This amendment becomes effective May 29, 1973.
2012-08-06: We are superseding an existing airworthiness directive (AD) for certain Univair Aircraft Corporation Models (ERCO) 415-C, 415-CD, 415-D, E, G; (Forney) F-1 and F-1A; (Alon) A-2 and A2-A; and (Mooney) M10 airplanes. That AD currently requires an inspection of the aileron balance assembly and ailerons for cracks and excessive looseness of associated parts with the required repair or replacement of defective parts as necessary. This new AD would add airplanes to the Applicability section; require inspections of the ailerons, aileron balance assembly, and aileron rigging for looseness or wear, require repair or replacement of parts as necessary; and require a report of the inspection results. This new AD was prompted by a report of a Univair Aircraft Corporation Model ERCO 415-D Ercoupe that crashed after an in-flight [[Page 52206]] breakup due to possible aileron flutter. We are issuing this AD to correct the unsafe condition on these products.
2012-22-10: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that certain wing-to-fuselage attachment nuts do not conform to the certification design requirements for dual locking features. This AD requires repetitive inspections to determine that cotter pins are installed at affected wing-to-fuselage attachment joints and replacement if necessary. We are issuing this AD to prevent loss of wing-to-fuselage attachment joints, which could result in the loss of the wing. [[Page 67268]]
74-08-12: 74-08-12 BELL: Amendment 39-1815. Applies to Model 206A and 206B helicopters, serial numbers 1 through 944, certificated in all categories. Compliance required within 50 hours time in service after the effective date of this A.D., unless already accomplished within the last 50 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. To detect loose rivets in the tail boom skin splice from Station 300 to Station 341 on the left-hand side of the boom and cracked tail boom skin in the same area, accomplish the following: (a) Inspect visually the rivets for looseness or working in the skin splice and inspect the tail boom skin for cracks using a three power or higher magnifying glass. (b) Replace loose rivets with AN470AD5-2 or CR2249-5-2 or equivalent rivets before further flight. (c) Replace cracked tail booms before further flight with a serviceable tail boom in accordance with Section VIII of the Model 206A/B Maintenance and Overhaul Instructions or repair cracked tail booms in accordance with FAA or FAA DER approved repair data. (d) The repetitive inspections are still applicable for the noted helicopters after replacement of loose rivets or repair of cracked booms. (Bell Helicopter Co. Service Bulletin No. 206-01-73-4, Revision B, dated October 16, 1973 pertains to this subject.) This amendment becomes effective May 14, 1974.
2012-22-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model MD-90-30 airplanes. This AD was prompted by reports of cracks of the wing rear spar lower cap at the outboard flap, inboard drive hinge at station Xrs=164.000. This AD requires repetitive eddy current high frequency (ETHF) inspections for cracking on the aft side of the left and right wing rear spar lower caps at station Xrs=164.000, further ETHF inspections if cracks are found, and repair if necessary; and repetitive post-repair inspections, and repair if necessary. We are issuing this AD to detect and correct cracking of the left and right rear spar lower caps, which could result in fuel leaks and damage to the wing skin or other structure, and consequent loss of the structural integrity of the wing.
70-12-04: 70-12-04 SIKORSKY ROTORCRAFT: Amdt. 39-997. Applies to S-55, S-55B, S-55C, and S-62A type helicopters certificated in all categories. Compliance required within the next 15 hours in service after the effective date of this AD, unless already accomplished. To prevent failure of the main rotor shaft due to fatigue cracks originating from surface conditions, accomplish the following: (a) Inspect main rotor shaft P/N S14-35-4308-1, -2, -3 or -4, for cracks and surface conditions in accordance with applicable Sikorsky Service Bulletin No. 55B35-3 or 62B35-10 dated 3 April 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Main rotor shafts exhibiting crack indications, or unreworkable surface conditions shall be retired from service prior to further flight and replaced with a shaft which has been inspected in accordance with paragraph (a). (c) Main rotor shafts found with reworkable surface conditions may be reworked in accordance with applicable Sikorsky Service Bulletin No. 55B35-3 or 62B35-10 dated 3 April 1970, or later FAA approved revision, or an equivalent rework procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Should the extent of rework necessitate removal of the shaft from the main gear box, then the replacement shaft must have been inspected in accordance with paragraph (a). (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance time specified in this AD if the request contains substantiating data to justify the increase for that operator. This amendment is effective June 17, 1970.
76-02-05: 76-02-05 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-2497. Applies to DH-104 "Dove" airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the lefthand engine mounting frame top tube, and consequent tearing away of the engine, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, inspect the top tube of the lefthand engine mounting frame, P/N 4EM.201A, for cracks in accordance with paragraph No. 3 of Hawker Siddeley Technical News Sheet (T.N.S.) No. 228, Issue 1, dated April 17, 1972, or an FAA-approved equivalent. (b) If any cracks are found as a result of an inspection required by this AD, replace the engine mounting frame with a new frame of the same part number or with a serviceable used frame of the same part number which has been inspected in accordance with paragraph (a) ofthis AD, and continue to inspect the replacement frame for cracks at intervals not to exceed 75 hours' time in service since the last inspection. (c) If no cracks are found as a result of an inspection required by this AD, continue to inspect the engine mounting frame top tube at intervals not to exceed 75 hours' time in service from the last inspection in accordance with paragraph 3 of Hawker Siddeley Technical News Sheet (T.N.S.) No. 228, Issue 1, dated April 17, 1972, or an FAA-approved equivalent. This amendment becomes effective January 30, 1976.
2012-21-08: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and - 900 series airplanes. That AD currently requires installing and testing an updated version of the operational program software (OPS) of the flight control computers (FCCs). This new AD requires an inspection for part numbers of the operational program software of the flight control computers, and corrective actions if necessary. This AD was prompted by reports of undetected erroneous output from a single radio altimeter channel, which resulted in premature autothrottle retard during approach. We are issuing this AD to detect and correct an unsafe condition associated with erroneous output from a radio altimeter channel, which could result in premature autothrottle landing flare retard and the loss of automatic speed control, and consequent loss of control of the airplane.
76-01-04: 76-01-04 MCDONNELL DOUGLAS: Amendment 39-2489. Applies to Model DC-9-30 and -50 Series Airplanes Fuselage Numbers 757, 763, 780 through 795, 797 and 798, certificated in all categories. \n\n\tCompliance required within the next 50 hours' time in service or 5 days whichever comes first after the effective date of this AD, unless already accomplished. \n\n\tTo prevent manually induced longitudinal proposing aggravated by the elevator boost system accomplish the following: \n\n\tRemove the hydraulic bleed stop assembly, P/N 4934616-1, per Douglas Alert Service Bulletin A27-176, dated December 13, 1975, or later FAA-approved revisions, or an equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective on January 15, 1976.
2012-20-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of alternating current (AC) generator failures in-service due to incomplete fusion in the weld joint of the rotor band assembly. This AD requires inspecting the AC generator to determine the part number, and replacing the AC generator if necessary. We are issuing this AD to prevent rotor windings from coming in contact with the generator housing, which could result in debris contaminating and potentially blocking the engine oil scavenge system, leading to loss of oil pressure and an in-flight shutdown of the engine.
74-15-05: 74-15-05 PRATT & WHITNEY: Amendment 39-1898. Applies to all Pratt & Whitney Aircraft JT3D turbofan engines containing 14th stage compressor disc, P/N 657814. Compliance required as indicated. To ensure adequate life limit margin for 14th stage compressor discs, P/N 657814, the cyclic life limits on these discs have been reduced below the figures currently approved. Unless already accomplished, remove from service 14th stage compressor discs prior to exceeding the revised life limit listed below or within the next 25 cycles in service after the effective date of this airworthiness directive whichever comes later. Engine Model Previous Life Limit (Cycles) Revised Life Limit (Cycles) JT3D-1 19,000 10,000 JT3D-3B 15,000 8,000 JT3D-7 15,000 8,000 If a disc has been used in more than one engine model, the disc is limited to the lowest cycle life permitted for the engine models in which it has been exposed. This amendment becomes effective July25, 1974.
2012-19-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A340-500 and -600 series airplanes. This AD requires repetitive inspections for corrosion of the drag stay lower arm assembly of the nose landing gear (NLG), and replacement if necessary. This AD also requires eventual replacement of the drag stay lower arm assembly of the NLG with an improved assembly having corrosion protection, which terminates the repetitive inspections required by this AD. This AD was prompted by findings of corrosion traces in the lugs and on the bearing outer surface of the NLG during routine maintenance checks. We are issuing this AD to prevent failure of the drag stay lower arm, which could result in NLG collapse and consequent reduced controllability of the airplane during takeoff.
74-20-02: 74-20-02 BOEING: Amendment 39-1969. Applies to all Model 737 airplanes, certificated in all categories, listed in Boeing Service Bulletin 737-34-1031 dated March 1, 1974, or later FAA approved revisions. \n\tTo prevent erroneous information from being displayed on the pitot-static flight instruments: \n\tWithin the next 3500 hours time in service after the effective date of this AD, modify the pitot static tubing to include a vertical rise just inboard of each pitot-static probe in accordance with Boeing Service Bulletin 737-34-1031, dated March 1, 1974, 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 be examined at FAA Northwest Region, 9010 East Marginal Way, Seattle, Washington. \n\n\tThis amendment becomes effective 30 days after September 25, 1974.
2012-18-13: We are superseding an existing airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. That AD currently requires repetitive inspections to detect cracking in the web of the aft pressure bulkhead at body station 1016 at the aft fastener row attachment to the ''Y'' chord, and corrective actions if necessary. This new AD adds various inspections for discrepancies at the aft pressure bulkhead, and related investigative and corrective actions if necessary. This AD was prompted by several reports of fatigue cracking at that location. We are issuing this AD to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage.
74-17-02: 74-17-02 VERTOL: Amendment 39-1915. Applies to Vertol Model 107-II type helicopters certificated in all categories. 1. Prior to the next flight after the effective date of this AD, unless already accomplished, an inspection program for the rotor blades which has been approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, subsequent to March 28, 1974 must be initiated. 2. An acceptable program is one afforded by forward and aft rotor blades altered, inspected and maintained in accordance with Boeing Vertol Service Bulletin 107-329 or later FAA approved revisions. The visual checks of the rotor blade pressure indicator required by paragraph 2 of this AD may be performed by the pilot. This amendment is effective August 13, 1974.